EP3660219B1 - Endanschluss für eine schutzplanke - Google Patents

Endanschluss für eine schutzplanke Download PDF

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Publication number
EP3660219B1
EP3660219B1 EP19209624.6A EP19209624A EP3660219B1 EP 3660219 B1 EP3660219 B1 EP 3660219B1 EP 19209624 A EP19209624 A EP 19209624A EP 3660219 B1 EP3660219 B1 EP 3660219B1
Authority
EP
European Patent Office
Prior art keywords
elongated beam
end terminal
sliding block
terminal according
elongated
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP19209624.6A
Other languages
English (en)
French (fr)
Other versions
EP3660219A1 (de
Inventor
Steven Charles Sirman
Andrew Thomas Blowey
Trevor Raymond Mustard
Raymond William Long
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.)
Tata Steel UK Ltd
Original Assignee
Tata Steel UK Ltd
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 Tata Steel UK Ltd filed Critical Tata Steel UK Ltd
Priority to EP19209624.6A priority Critical patent/EP3660219B1/de
Priority to DK19209624.6T priority patent/DK3660219T3/da
Priority to PL19209624T priority patent/PL3660219T3/pl
Publication of EP3660219A1 publication Critical patent/EP3660219A1/de
Application granted granted Critical
Publication of EP3660219B1 publication Critical patent/EP3660219B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • E01F15/143—Protecting devices located at the ends of 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
    • E01F15/14—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 invention relates to an end terminal for a safety guardrail, said end terminal comprising an elongated beam which is on opposite ends connected to a ground anchor and to the safety guardrail, respectively, and further comprising a collision catcher which is slidably mounted on the beam, wherein the collision catcher connects to a sliding block with an aperture through which the beam is guided.
  • Such an end terminal for a safety guardrail is known from EP-B-2 646 624 .
  • This known end terminal for a safety guardrail comprises an energy absorbing device and a metallic, elongated draw element, one of which is connected to the collision catcher, and wherein the impact energy of a collision is absorbed due to a relative movement of the elongated draw element and the energy absorbing device.
  • WO 2017 / 125740 A1 also discloses an end terminal, wherein the end terminal is provided with shearing elements projecting into cut-outs to transfer the load from the impact post, as the first point of impact to the shearing elements.
  • the shearing elements cut through the rail upon collision of a vehicle with the impact device.
  • US 2003 / 0034484 A1 describes an impact head of a box beam rail member that is provided to bend and deflect the rail member during a collision, allowing the rail member to be deflected away from the roadway and out of the path of an impacting vehicle.
  • the impact head includes a striking face and a chute portion that receives the box beam rail member therewithin when it is telescopingly forced onto the rail member by the collision force.
  • US 2006 / 0054876 A1 discloses a vehicle crash cushion with a deformable attenuator member extending in the longitudinal direction and having a first end coupled to the front anchor and a second end coupled to the rear anchor.
  • a support member is positioned adjacent the attenuator member and is moveable in the longitudinal direction relative thereto between an initial position and an impact position toward the rear anchor and away from the front anchor.
  • US 2003 / 0070894 A1 discloses a crash cushion system having an impact head and a three stage energy absorption mechanism.
  • WO 2016 / 033122 A1 discloses a guardrail terminal incorporating an impact head of open front configuration adapted with a rear portion as a funnel disposed with the narrow end of the funnel facing forward which will flatten the W beam guardrail as it moves down the beam when impacted by the vehicle.
  • CN201730069U discloses a guidable outer frame crash cushion with internal energy-absorbing boards.
  • This assembly comprises a supported crash head and a board coiler for deforming an energy-absorbing board upon collision.
  • Guide tubes positioned in guide rings of supports align the assembly.
  • the front ends of the guide tubes are provided with an anchor rivet..
  • EN1317 European crash test standard is developed within the framework of the Construction Products Directive 89/106/EEC and EN 1317-5 serves as a basis for the CE marking of road safety systems such as safety barriers and guardrails, crash cushions, barrier extremities and transitions.
  • One of these tests is a head on impact at 110km/h with a 1500kg car to get a classification in the energy absorbing class of EN1317. In order to achieve this, it is desirable for the vehicle to be decelerated in a smooth manner.
  • the invention is that the end terminal is provided with a deflector, wherein the deflector is mounted on and extends below the elongated beam.
  • a preferred embodiment of the invention concerns the feature that inside the aperture the sliding block is provided with one or more protruding deformation elements that engage the beam so as to arrange that upon movement of the sliding block towards the safety guardrail, the deformation elements provide a depressed portion in the beam that extends towards the safety guardrail. As the sliding block moves along the beam during vehicle impact, the deformation elements thus deform the beam, which takes energy and slows the car down.
  • the elongated beam has an initial depressed portion in which the one or more protruding deformation elements protrude.
  • the elongated beam has a substantially square or rectangular cross-section, and that at least two deformation elements are provided within the aperture on the sliding block, and projecting to opposite sides of the elongated beam reaching through the sliding block.
  • the sliding block is then mounted in a more or less balanced way on the elongated beam, and the further depression of the elongated beam during impact can then take place on opposite sides of the elongated beam so as to secure the maintenance of a stable movement of the sliding block along the elongated beam during slowing down of the impacting car.
  • the sliding block is provided with at least one of upper wall portions inside the aperture that directly engage the elongated beam for support of the sliding block, and that in or between said at least one of upper and lower wall portions a slit or slits are provided providing room for passing of bolt heads or other fixtures extending from the elongated beam.
  • the sliding block is also provided with at least one of lower wall portions inside the aperture that directly engage the elongated beam for support of the sliding block, and that in or between said at least one of lower wall portions a slit or slits are provided providing room for passing of bolt heads or other fixtures extending from the elongated beam.
  • the sidewalls of the sliding block are provided with indents protruding inwardly into the aperture through which the elongated beam is guided, wherein said indents directly engage the elongated beam for support of the sliding block whilst providing room for passing of bolt heads or other fixtures extending from the elongated beam.
  • the collision catcher has a hook part, which is preferably upstanding and/or swivable, for catching behind a bumper of a colliding car.
  • a hook part which is preferably upstanding and/or swivable, for catching behind a bumper of a colliding car.
  • EN1317 crash tests One of these tests in particular causes the car to spin out and away from the end terminal, which can lead to the vehicle rebounding into other road traffic.
  • the EN1317 standard has criteria that must be met to gain successful accreditation. The problem is that the nature of this test is likely to cause the vehicle to spin out beyond limits set in the standard and therefore fail the test.
  • a hooked front end is provided on the collision catcher which is designed to 'capture' the front bumper of a vehicle and therefore reduce motion of the vehicle during impact and stay within the limits prescribed by the test standard EN1317.
  • the hook part can also be embodied with a locking pin that breaks under impact.
  • the hook part can also be embodied as an active feature which becomes operational upon impact of a car.
  • a stander is provided with a U-shaped receptacle in which the elongated beam is received.
  • the stander with the U-shaped receptacle only supports the elongated beam. This has the advantage that the connection between the stander and the beam is relatively strong in a lateral direction, but relatively weak in a longitudinal direction.
  • the stander is designed to collapse when the elongated beam is loaded during the impact of a colliding car.
  • the elongated beam is provided with at least one insert beam extending over a part of the length of the elongated beam to provide said elongated beam with portions of different impact resistance.
  • the at least one insert beam that extends over a part of the length of the elongated beam provides it with different levels of impact resistance, so that one thing and another can be tailored to the required properties of the end terminal.
  • the benefits of applying at least one insert beam in the elongated beam can be further promoted by arranging that the elongated beam is provided with a plurality of insert beams, preferably having mutually differing lengths, gauges and/or material properties.
  • the at least one insert beam is closer to the safety guardrail than to the ground anchor in order to provide that upon impact the elongated beam initially provides a lower impact resistance than at a final stage when the part of the elongated beam wherein the insert beam is provided becomes operational.
  • FIG. 6A this figure most clearly shows the substance of a nominal configuration of an end terminal 1 for a safety guardrail.
  • an end terminal 1 comprises an elongated beam 2 which is on opposite ends connected to a ground anchor 3 and to a safety guardrail, respectively.
  • the safety guardrail is not shown in the figure, but its construction and its combination with an end terminal 1 as shown in figure 6A is abundantly clear to the skilled person and requires no further elucidation.
  • the end terminal 1 comprises a collision catcher 4 which is slidably mounted on the beam 2, wherein the collision catcher 4 connects to a sliding block 5 with an aperture 6 through which the beam 2 is guided.
  • FIG 1 the invention is illustrated by a detailed view at the beam 2 and the sliding block 5 with its aperture 6. It is shown in figure 1 that inside the aperture 6 the sliding block 5 is provided with one or more protruding deformation elements 7.
  • Figure 1 only provides a view of a single deformation element 7, but it is preferred that at least two deformation elements 7 are provided within the aperture 6 and on the sliding block 5, projecting to opposite sides of the elongated beam 2 reaching through the sliding block 5.
  • Figure 2A and figure 2B show from different perspectives how the beam 2 is deformed during a vehicle impact as the sliding block 5 is moved in the direction of arrow A, towards the safety guardrail, along beam 2.
  • Beam 2 may be arranged as having an optional initial depressed portion 8 that the deformation elements 7 engage with. This is however not necessary as the beam 2 may also be arranged with a square or rectangular cross-section over its entire length.
  • the tensile strength of the elongated beam 2 and the tensile strength of the sliding block 5 are arranged such that upon movement of the sliding block 5 along the beam 2 towards the safety guardrail - that is in the direction of the arrow A - the deformation element or elements 7 provide a depressed portion 8 in the beam 2, or extend an initial depressed portion 8 of the beam 2 towards the safety guardrail.
  • the deformation elements 7 deform the beam 2, which takes energy and slows the car down.
  • the elongated beam 2 has a substantially square or rectangular cross-section before movement of the sliding block 5, after passing of the sliding block 5 this square or rectangular cross-section is converted by the operation of the deformation elements 7 into a non-square or non-rectangular cross-section with depressed portions 8.
  • the sliding block 5 is provided with at least one of upper 5' wall portions inside the aperture 6.
  • Whatever wall portions are actually present, these wall portions are intended to directly engage the elongated beam 2 for support of the sliding block 5, and that in or between said at least one of upper 5' and lower 5" wall portions a slit 9 or slits are provided providing room for passing of bolt heads 10 or other fixtures on top of the elongated beam 2.
  • FIG. 3D an embodiment of a sliding block 5 is shown wherein the sidewalls 15', 15" of the sliding block 5 are provided with indents 16', 16" protruding inwardly into the aperture 6 through which the elongated beam (not shown) is guided, wherein said indents 16', 16" are designed to directly engage the elongated beam for support of the sliding block 5 whilst providing room for passing of bolt heads 10 or other fixtures extending from the elongated beam 2.
  • FIG 4A and figure 4B shows that the collision catcher 4 has a hook part 11.
  • Figure 4B shows its function for catching behind a bumper 12 of a colliding car.
  • the hook part 11 is upstanding, which has proven to be most effective. It can also be beneficial that the hook part 11 is swivable. Other options are to embody the hook part with a locking pin that breaks under impact.
  • the hook part can also be embodied as an active feature which becomes operational upon impact of a car. The way this can be executed requires no further elucidation, and is therefore not further shown in the drawing.
  • the elongated beam 2 is provided with an insert beam extending over a part 13 of the length of the elongated beam 2 to provide said elongated beam with portions of different impact resistance.
  • the insert beam in part 13 of the elongated beam 2 is closer to the safety guardrail (which is not shown but which is present at the left of the figure), than to the ground anchor 3 in order to provide that upon impact the elongated beam 2 initially provides a lower impact resistance than at a final stage when the part 13 of the elongated beam 2, wherein the insert beam is provided, becomes operational.
  • figure 5 only shows a single insert beam, it may be preferable to provide the elongated beam 2 with a plurality of insert beams, wherein the insert beams have mutually differing lengths, gauges and/or material properties. This increases the flexibility in the design to provide the elongated beam with portions of different impact resistance.
  • a stander 17 is provided with a U-shaped receptacle 18 in which the elongated beam 2 is received.
  • the stander 17 is designed to collapse when the elongated beam 2 is loaded during the impact of a colliding car.
  • FIG 6A it is shown near to the collision catcher 4 the end terminal is provided with a deflector 14, wherein the deflector 14 is mounted on and extends below the elongated beam 2.
  • Figure 6B shows the functionality of the deflector 14 to deflect parts of the vehicle (mainly the wheel 15) back out, away from the anchor 3 to the ground, to prevent such parts from getting wedged and trapped between the underside of the elongated beam 2 and the rigid anchor 3 to the ground.

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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. Endanschluss (1) für eine Schutzplanke, wobei der Endanschluss (1) einen länglichen Träger (2) umfasst, der an gegenüberliegenden Enden mit einem Bodenanker (3) bzw. mit der Schutzplanke verbunden ist, und ferner umfassend einen Stoßaufnehmer (4), der verschiebbar auf dem Träger (2) angebracht ist, wobei der Stoßaufnehmer (4) mit einem Gleitblock (5) mit einer Öffnung (6), durch die der Träger (2) geführt ist, verbunden ist, dadurch gekennzeichnet, dass der Endanschluss (1) mit einer Ablenkvorrichtung (14) versehen ist, wobei die Ablenkvorrichtung (14) an dem länglichen Träger (2) angebracht ist und sich unter diesem erstreckt.
  2. Endanschluss nach Anspruch 1, dadurch gekennzeichnet, dass die Ablenkvorrichtung (14) am Stoßaufnehmer (4) fixiert ist.
  3. Endanschluss nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass innerhalb der Öffnung (6) der Gleitblock (5) mit einem oder mehreren vorstehenden Verformungselementen (7) versehen ist, die den Träger (2) in Eingriff nehmen, um zu bewerkstelligen, dass bei Bewegung des Gleitblocks (5) zu der Schutzplanke die Verformungselemente (7) einen vertieften Teil (8) in dem Träger (2) bereitstellen, der sich zu der Schutzplanke erstreckt.
  4. Endanschluss nach einem der Ansprüche 1 - 3, dadurch gekennzeichnet, dass der längliche Träger (2) einen am Anfang vertieften Teil (8) aufweist, in dem das eine oder die mehreren vorstehenden Verformungselemente (7) vorstehen.
  5. Endanschluss nach Anspruch 4, dadurch gekennzeichnet, dass der längliche Träger (2) einen im Wesentlichen quadratischen oder rechteckigen Querschnitt aufweist und dass mindestens zwei Verformungselemente (7) in der Öffnung (6) am Gleitblock (5) vorgesehen sind und zu gegenüberliegenden Seiten des sich durch den Gleitblock (5) erstreckenden länglichen Trägers (2) vorstehen.
  6. Endanschluss nach einem der Ansprüche 1 - 5, dadurch gekennzeichnet, dass der Gleitblock (5) mit mindestens einem von oberen (5') Wandteilen innerhalb der Öffnung (6), die den länglichen Träger (2) zur Abstützung des Gleitblocks (5) direkt in Eingriff nehmen, versehen ist und dass in oder zwischen dem mindestens einen von oberen (5') Wandteilen ein Schlitz (9) oder Schlitze vorgesehen sind, die Raum zum Passieren von Schraubenköpfen (10) oder anderen Fixierteilen, die sich von dem länglichen Träger (2) erstrecken, bereitstellen.
  7. Endanschluss nach Anspruch 6, dadurch gekennzeichnet, dass der Gleitblock (5) auch mit mindestens einem von unteren (5") Wandteilen innerhalb der Öffnung (6), die den länglichen Träger (2) zur Abstützung des Gleitblocks (5) direkt in Eingriff nehmen, versehen ist und dass in oder zwischen dem mindestens einen von den unteren (5") Wandteilen ein Schlitz (9) oder Schlitze vorgesehen sind, die Raum zum Passieren von Schraubenköpfen (10) oder anderen Fixierteilen, die sich von dem länglichen Träger (2) erstrecken, bereitstellen.
  8. Endanschluss nach einem der Ansprüche 1 - 7, dadurch gekennzeichnet, dass die Seitenwände (15', 15") des Gleitblocks (5) mit Dellen (16', 16") versehen sind, die nach innen in die Öffnung (6), durch die der längliche Träger (2) geführt ist, vorstehen, wobei die Dellen (16', 16") den länglichen Träger (2) zur Abstützung des Gleitblocks (5) direkt in Eingriff nehmen, während sie Raum zum Passieren von Schraubenköpfen (10) oder anderen Fixierteilen, die sich von dem länglichen Träger (2) erstrecken, bereitstellen.
  9. Endanschluss nach einem der Ansprüche 1 - 8, dadurch gekennzeichnet, dass der Stoßaufnehmer (4) einen Hakenteil (11) zum Hintergreifen eines Stoßfängers (12) eines auffahrenden Autos aufweist.
  10. Endanschluss nach Anspruch 9, dadurch gekennzeichnet, dass der Hakenteil (11) ein hochstehender Hakenteil ist.
  11. Endanschluss nach einem der Ansprüche 1 - 10, dadurch gekennzeichnet, dass unter dem länglichen Träger (2) ein Ständer (17) mit einer U-förmigen Aufnahme (18), in der der längliche Träger (2) aufgenommen ist, vorgesehen ist.
  12. Endanschluss nach Anspruch 11, dadurch gekennzeichnet, dass der Ständer (17) dazu ausgeführt ist, zusammenzuklappen, wenn der längliche Träger (2) während des Aufpralls durch ein auffahrendes Auto belastet wird.
  13. Endanschluss nach einem der Ansprüche 1-12, dadurch gekennzeichnet, dass der längliche Träger (2) mit mindestens einem Einsetzträger versehen ist, der sich über einen Teil (13) der Länge des länglichen Trägers (2) erstreckt, um den länglichen Träger (2) mit Teilen mit unterschiedlicher Stoßfestigkeit zu versehen.
  14. Endanschluss nach Anspruch 13, dadurch gekennzeichnet, dass die Einsetzträger voneinander verschiedene Längen, Dicken und/oder Materialeigenschaften aufweisen.
  15. Endanschluss nach einem der Ansprüche 13-14, dadurch gekennzeichnet, dass der mindestens eine Einsetzträger näher an der Schutzplanke als am Bodenanker (3) liegt, so dass bei einem Aufprall der längliche Träger (2) anfangs eine geringere Stoßfestigkeit als in einem Endstadium bereitstellt, in dem der Teil (13) des länglichen Trägers (2), in dem der mindestens eine Einsetzträger vorgesehen ist, zum Einsatz kommt.
EP19209624.6A 2018-11-26 2018-11-26 Endanschluss für eine schutzplanke Active EP3660219B1 (de)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP19209624.6A EP3660219B1 (de) 2018-11-26 2018-11-26 Endanschluss für eine schutzplanke
DK19209624.6T DK3660219T3 (da) 2018-11-26 2018-11-26 Endeelement til et autoværn
PL19209624T PL3660219T3 (pl) 2018-11-26 2018-11-26 Terminal końcowy dla bariery ochronnej

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP18208381.6A EP3656924B1 (de) 2018-11-26 2018-11-26 Endanschluss für eine schutzplanke
EP19209624.6A EP3660219B1 (de) 2018-11-26 2018-11-26 Endanschluss für eine schutzplanke

Related Parent Applications (2)

Application Number Title Priority Date Filing Date
EP18208381.6A Division-Into EP3656924B1 (de) 2018-11-26 2018-11-26 Endanschluss für eine schutzplanke
EP18208381.6A Division EP3656924B1 (de) 2018-11-26 2018-11-26 Endanschluss für eine schutzplanke

Publications (2)

Publication Number Publication Date
EP3660219A1 EP3660219A1 (de) 2020-06-03
EP3660219B1 true EP3660219B1 (de) 2022-01-05

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Family Applications (4)

Application Number Title Priority Date Filing Date
EP19209624.6A Active EP3660219B1 (de) 2018-11-26 2018-11-26 Endanschluss für eine schutzplanke
EP19209622.0A Active EP3660218B1 (de) 2018-11-26 2018-11-26 Endanschluss für eine schutzplanke
EP18208381.6A Active EP3656924B1 (de) 2018-11-26 2018-11-26 Endanschluss für eine schutzplanke
EP19209619.6A Active EP3656925B1 (de) 2018-11-26 2018-11-26 Endanschluss für eine schutzplanke

Family Applications After (3)

Application Number Title Priority Date Filing Date
EP19209622.0A Active EP3660218B1 (de) 2018-11-26 2018-11-26 Endanschluss für eine schutzplanke
EP18208381.6A Active EP3656924B1 (de) 2018-11-26 2018-11-26 Endanschluss für eine schutzplanke
EP19209619.6A Active EP3656925B1 (de) 2018-11-26 2018-11-26 Endanschluss für eine schutzplanke

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EP (4) EP3660219B1 (de)
DK (4) DK3656924T3 (de)
PL (4) PL3656924T3 (de)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2023055260A1 (ru) * 2021-10-01 2023-04-06 Открытое Акционерное Общество "Завод Продмаш" Дорожный энергопоглощающий узел и дорожное фронтальное ограждение
CN114855674B (zh) * 2022-05-23 2024-05-31 武汉中交交通工程有限责任公司 一种适应路面加铺的可抬升四级波形梁钢护栏

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20030070894A1 (en) 1999-05-07 2003-04-17 Reid John D. Single-sided crash cushion system
CA2454554C (en) * 2001-07-20 2009-06-16 Texas A & M University System Box beam terminals
MX2007003064A (es) 2004-09-15 2007-05-21 Energy Absorption System Amortiguador de choque.
US7694941B2 (en) * 2008-05-05 2010-04-13 The Texas A&M University System Guardrail safety system for dissipating energy to decelerate the impacting vehicle
CN201730069U (zh) * 2010-08-16 2011-02-02 北京中路安交通科技有限公司 可导向外框架内置吸能板防撞垫
SE535428C2 (sv) 2010-12-02 2012-08-07 Birstaverken Ab Påkörningsskydd för fordon innefattande en energiabsorberande anordning
US10036132B2 (en) 2013-08-26 2018-07-31 Dean L. Sicking Twist box guardrail terminal
GB201601141D0 (en) 2016-01-21 2016-03-09 Hill & Smith Holdings Plc Energy absorbing terminal system
US9739328B1 (en) * 2016-02-12 2017-08-22 Verdegro Holding B.V. Impact attenuator and vehicle, trailer and guardrail comprising such an impact attenuator
AU2018301904B2 (en) * 2018-01-23 2020-09-03 Valmont Highway International Pty Limited Improvements in and relating to road safety rail systems and parts and fittings therefor

Also Published As

Publication number Publication date
PL3656924T3 (pl) 2023-01-09
DK3656924T3 (da) 2022-09-12
DK3660218T3 (en) 2021-11-15
EP3656925B1 (de) 2021-08-25
EP3656924B1 (de) 2022-06-22
DK3656925T3 (en) 2021-11-15
EP3660218A1 (de) 2020-06-03
EP3660218B1 (de) 2021-08-25
EP3656925A1 (de) 2020-05-27
DK3660219T3 (da) 2022-04-11
EP3656924A1 (de) 2020-05-27
EP3660219A1 (de) 2020-06-03
PL3660218T3 (pl) 2021-12-27
PL3656925T3 (pl) 2022-06-20
PL3660219T3 (pl) 2022-05-02

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