SE2150947A1

SE2150947A1 - Safety barrier and safety barrier system

Info

Publication number: SE2150947A1
Application number: SE2150947A
Authority: SE
Inventors: Joakim Svedberg
Original assignee: Smartprotect Nordic Ab
Priority date: 2021-07-15
Filing date: 2021-07-15
Publication date: 2023-01-16
Also published as: NO20240087A1; WO2023285351A1; FI20245128A1; DK202370606A1

Abstract

A safety barrier (10a, 10b) comprising a main body (12) having a vertical first end wall (14) and a vertical second end wall (16) arranged opposite to the first end wall; a vertical first end rail (26) arranged at the first end wall, the first end rail being open vertically upwards and vertically downwards and having a first end rail profile (30) arranged to vertically receive a coupling profile (74a, 76a; 74b, 76b) of a coupling element (72a; 72b); and a vertical second end rail (28) arranged at the second end wall, the second end rail being open vertically upwards and vertically downwards and having a second end rail profile (32) arranged to vertically receive the coupling profile. A safety barrier system (88) comprising at least one safety barrier (10a, 10b) is also provided.

Description

SAFETY BARRIER AND SAFETY BARRIER SYSTEM Technical Field The present disclosure generally relates to safety barriers. In particular, a safety barrier and a safety barrier system comprising at least one such safety barrier, are provided. Background Vehicular safety barrier systems comprising a plurality of assembled safety barriers may be used to restrict vehicle access to limited areas. Safety barrier systems may be permanently assembled, such as along a highway between driving lanes of opposing directions. Alternatively, the safety barrier systems may be temporary, for example to delimit an area undergoing construction work. Temporary safety barrier systems can be assembled around or along an affected working area for the time necessary and can subsequently be removed.

Safety barrier systems should provide high safety in order to protect humans in vehicles potentially colliding therewith. Safety barrier systems should also be easy to assemble and optionally to disassemble (for temporary safety barrier systems). Furthermore, safety barrier systems should preferably be cheap, given the typically high numbers of safety barriers that need to be assembled.

EP 3369863 B1 discloses a safety barrier element comprising a base portion, a top portion, a first side wall, a second side wall being arranged opposite the first side wall, a first end wall, and a second end wall being arranged opposite the first end wall. The top portion comprises a first anchoring member and a second anchoring member, the first anchoring member being arranged at a first end of the safety barrier element and the second anchoring member being arranged at a second end of the safety barrier element. The safety 1O barrier element further comprises a connector arranged to connect the safety barrier element with an adjacent safety barrier element by means of anchoring members of the respective safety barrier elements. Summary One object of the present disclosure is to provide a cost-efficient safety barrier.

A further object of the present disclosure is to provide a safety barrier enabling a less complicated assembly.

A still further object of the present disclosure is to provide a safety barrier enabling an efficient handling.

A still further object of the present disclosure is to provide a safety barrier comprising few parts.

A still further object of the present disclosure is to provide a safety barrier solving several or all of the foregoing objects in combination.

A still further object of the present disclosure is to provide a safety barrier system comprising a safety barrier, which safety barrier system solves one, several or all of the foregoing objects.

According to a first aspect, there is provided a safety barrier comprising a main body having a vertical first end wall and a vertical second end wall arranged opposite to the first end wall; a vertical first end rail arranged at the first end wall, the first end rail being open vertically upwards and vertically downwards and having a first end rail profile arranged to vertically receive a coupling profile of a coupling element; and a vertical second end rail arranged at the second end wall, the second end rail being open vertically upwards and vertically downwards and having a second end rail profile arranged to vertically receive the coupling profile. 1O The safety barrier enables the coupling element to be installed to the safety barrier to any of the first end rail and the second end rail before a second safety barrier (of the same type) is vertically lowered and engaged with the coupling element. This enables the second safety barrier to be guided into engagement with the coupling element while being suspended in the air. This greatly facilitates assembly of a safety barrier system comprising a plurality of safety barriers in comparison with putting two safety barriers on the ground before adding a coupling connecting these to safety barriers.

The first end rail and the second end rail enable the coupling element to be attached to either of the first end rail and the second end rail. Once placed on the ground and in a desired direction, the safety barrier can therefore never be erroneously oriented with a subsequential need to rotate the safety barrier 180 degrees (about a vertical axis). The safety barrier thus provides superior handling and installation. The safety barrier also enables a design with relatively few components. Therefore, the safety barrier is cost efficient and less complicated to produce.

The first end rail and the second end rail also enable a first safety barrier to be connected to a second safety barrier with a vertical offset. Thus, a safety barrier system comprising two safety barriers can more easily be assembled to an uneven surface.

Each of the first end rail and the second end rail may be of the same design and dimension. Thus, each of the first end rail and the second end rail may be configured to vertically receive the same coupling profile (at different times). The first end rail and the second end rail may have the same cross-sectional shape and dimension. In this way, each of the first end rail and the second end rail may be cut from a common profile which facilitates manufacture.

The first end rail may be entirely received in a first end aperture in the first end wall. Correspondingly, the second end rail may be entirely received in a second end aperture in the second end wall. Alternatively, or in addition, at least a section of the first end wall may be parallel with at least a section of 1O the second end wall. Each of the first end wall and the second end wall may comprise planar surfaces.

The safety barrier may be symmetric with respect to a plane transverse to a length direction between the first end wall and the second end wall. The main body may be made of concrete. The main body may be an F-shape barrier.

Due to each of the first end rail and the second end rail being open vertically upwards and vertically downwards, each of the first end rail profile and the second end rail profile can be seen from above and from below the main body. Each of the first end rail and the second end rail may extend along at least 50 %, such as along at least 80 %, such as along at least 95 %, such as along 100 %, of a height of the main body. Alternatively, or in addition, each of the first end rail and the second end rail may have a uniform cross- sectional shape along at least 90 % of a length thereof.

Each of the first end rail and the second end rail may be configured to lock to the coupling profile in a horizontal plane with a shape lock. Thus, each of the first end rail and the second end rail may be configured to be released from the coupling profile only by relative vertical movement. The shape lock can be established and released by relative vertical movement between the coupling member and the first end rail or the second end rail. The first end rail and the second end rail enable less complicated coupling elements to be used.

The main body may be elongated. A length of the safety barrier, between the first end wall and the second end wall may for example be 2 m to 8 m, such as 4 m to 6 m. The safety barrier may for example have a linear density of 100 kg/m to 600 kg/m, such as 300 kg/m to 400 kg/m.

Each of the first end rail profile and the second end rail profile may be female. In this case, the coupling profile may be male.

Alternatively, each of the first end rail profile and the second end rail profile may be male and the coupling profile may be female. In this case, the coupling may extend somewhat more from the safety barrier when coupled 1O thereto. In order to provide a compact safety barrier system, female first and second end rail profiles may therefore be preferred.

In any case, the female profile may be generally C-shaped, or C-shaped, and the male profile may be generally T-shaped, or T-shaped.

The safety barrier may further comprise a rail structure comprising the first end rail and the second end rail. The rail structure may be a rigid body before being assembled to the main body, e.g. casted therein. At least a part of the rail structure may be casted into the main body.

The main body may further comprise a horizontal base portion arranged between the first end wall and the second end wall. In this case, the safety barrier may further comprise a horizontal base rail arranged at the base portion, the base rail being open horizontally to each side and having a base rail profile arranged to horizontally receive a base member profile of a base member. The base rail profile may be configured to lock the base member in a vertical plane with a shape lock.

By means of the base rail, various types of base members can easily be mounted to the safety barrier. The safety barrier may for example comprise one or more base members constituted by feet supporting the main body. By means of the base rail, the base members are easily exchangeable. For example, a first set of feet having a first width may be replaced with a second set of feet having a second width, larger than the first width. In this way, lateral stability of the safety barrier can be increased, for example in case a screen is mounted to the safety barrier. As a further example, a first set of feet may be replaced with a second set of feet adapted for snow and ice. As a further example, a first set of feet that is worn may be replaced with a second set of new feet.

A further example of a base member includes an L-shaped gate. In this case, the bottom of the L-shape may be connected to the base rail. The vertical portion of the L-shape may extend vertically from the bottom of the L-shape behind the safety barrier. 1O Due to the base rail being open horizontally to each side, the base rail profile can be seen from each side of the main body, e.g. from the first end wall and from the second end wall. The base rail may be entirely received in a base aperture in the base portion.

The base rail profile may have the same cross-sectional shape and dimension as the first end rail and the second end rail. In this way, each of the first end rail, the second end rail and the base rail profile may be cut from a common profile which facilitates manufacture.

The base rail may extend along at least 50 %, such as along at least 80 %, such as along at least 95 %, such as along 1oo %, of a length of the main body.

The base portion may be wider than a remaining portion of the main body.

The main body may further comprise a top portion arranged between the first end wall and the second end wall. In this case, the safety barrier may further comprise a top rail arranged at the top portion, the top rail being open horizontally to each side and having a top rail profile arranged to horizontally receive a top member profile of a top member. The top rail profile may be configured to lock the top member in a vertical plane with a shape lock.

By means of the top rail, various types of top members can be mounted to the safety barrier. The top members may be various types of accessories for the safety barrier. Examples of such top members include lifting eyes, fences, signs such as road signs, lighting, lampposts and screens such as privacy screens, noise screens and/ or screens carrying logotypes or other types of information. By means of the top rail, the top members can easily be added to, removed from, or moved along the length of, the main body.

Due to the top rail being open horizontally to each side, the top rail profile can be seen from each side of the main body, e.g. from the first end wall and from the second end wall. The top rail may be entirely received in a top aperture in the top portion. 1O The top rail may extend along at least 50 %, such as along at least 80 %, such as along at least 95 %, such as along 100 %, of the length of the main body. The top rail profile may have the same cross-sectional shape and dimension as the first end rail and the second end rail. In this way, each of the first end rail, the second end rail and the top rail profile may be cut from a common profile which facilitates manufacture.

The main body may further comprise a first side wall arranged between the base portion and the top portion, and a second side wall arranged opposite to the first side wall. In this case, the base rail and/ or the top rail may be arranged between the first side wall and the second side wall.

The rail structure may further comprise the base rail and the top rail. In this case, the first end rail, the second end rail, the base rail and the top rail may be connected to a frame enclosing the main body. Thus, the frame may comprise a rail on each of four sides of the main body.

The frame may be substantially vertically oriented, or vertically oriented. Since the rail structure comprises the first end rail, the second end rail, the base rail and the top rail, the rail structure spans an area substantially corresponding to, or corresponding to, a vertical cross-sectional area of the main body. The frame thereby greatly improves structural rigidity of the safety barrier at the same time as the frame enables connection of adjacent safety barriers via the coupling elements and enables attachments of various types of accessories.

The frame of this variant comprises four corners. The frame may be open in both vertical and horizontal direction in one, several or all of the corners. That is, in each corner, a member can be introduced to engage a rail in either vertical or horizontal direction. The frame thus enables a versatile and efficient installation of the safety barrier and accessories therefor.

The rail structure may further comprise a reinforcement structure connected to the frame. In this case, the reinforcement structure may be casted into the main body. The frame and the reinforcement structure efficiently distribute 1O the loads from a vehicle colliding with the safety barrier. The reinforcement structure may comprise a reinforcement mesh.

According to a second aspect, there is provided a safety barrier system comprising at least one safety barrier according to the first aspect. The safety barrier system may comprise a plurality of such safety barriers.

The safety barrier system may further comprise the coupling element. In this case, the coupling element may comprise two parallel coupling profiles, each for engaging an end rail profile of a unique safety barrier. The coupling element may be of any type mentioned in connection with the first aspect.

Each coupling profile may comprise a V-shaped lower end. The coupling element may be manually lifted and guided by a user such that the V-shaped lower end of one or the coupling profiles enters the first end rail and the coupling profile becomes engaged with the first end rail. The V-shaped lower end thereby facilitates engagement of the coupling element with the first or second end rails. The user may then release the coupling element such that the coupling element falls into the first end rail by gravity. In this way, a risk for pinching the fingers of the user is reduced, for example in comparison with solutions using a clasp.

The coupling element may further comprise a stopping member arranged to stop a vertical downward movement of the coupling element when one of the coupling profiles engages one of the end rail profiles. The stopping member can thereby ensure vertical alignment of the coupling element to the safety barrier and prevents that the coupling element falls through the safety barrier. Once example of such stopping member is a horizontal ﬂange.

The stopping member may be configured to engage the top rail, such as a bottom profile thereof. In this case, the top rail may comprise a widening structure and the stopping member may comprise a tip structure having a shape substantially corresponding to, or corresponding to, the widening structure. 1O The Stopping member may be fixed to a first coupling profile of the coupling profiles. The second coupling profile may be configured to receive a first end rail (or a second end rail) of a second safety barrier vertically from above. Thus, the first coupling profile may be open only vertically downwards and the second coupling profile may be open both vertically upwards and downwards.

The coupling element may comprise a hinge between the coupling profiles. By means of the hinge, a second safety barrier can be rotated relative to a first safety barrier about a vertical axis. The hinge enables the safety barrier system to be easily installed in confined spaces, such as in small streets in cities.

The safety barrier system may further comprise a base member according to the present disclosure having the base rail profile. Alternatively, or in addition, the safety barrier system may further comprise the top member according to the present disclosure having the top rail profile. Brief Description of the Drawings Further details, advantages and aspects of the present disclosure will become apparent from the following description taken in conjunction with the drawings, wherein: Fig. 1a: schematically represents a first perspective side view of a safety barrier element; Fig. 1b: schematically represents a second perspective side view of the safety barrier; Fig. 2: schematically represents a partial perspective top view of the safety barrier; Fig. 3a: schematically represents a perspective front view of the safety barrier element; Fig. 3b: schematically represents a front view of the safety barrier; Fig. 4: schematically represents a perspective side view of a rail structure of the safety barrier; 1O Fig. 5: Fig. 6a: Fig. 6b: Fig. 6c: Fig. 7a: Fig. 7b: Fig. 7c: Fig. 8: Fig. 9: schematically represents a partial cross-sectional front view of the safety barrier and a top member; schematically represents a perspective side view of a coupling member; schematically represents a side view of the coupling element; schematically represents a top view of the coupling element; schematically represents a side view of a safety barrier system in an unassembled state comprising a first safety barrier, a second safety barrier and the coupling element; schematically represents a side view of the safety barrier system when the coupling element is connected to the first safety barrier element; schematically represents a side view of the safety barrier system when the second safety barrier is connected to the coupling element; schematically represents a cross-sectional top view of the safety barrier system; and schematically represents a perspective side view of a further example of a coupling element.

Detailed Description In the following, a safety barrier and a safety barrier system comprising at least one such safety barrier, will be described. The same or similar reference numerals will be used to denote the same or similar structural features.

Fig. 1a schematically represents a first perspective side view of a safety barrier 1oa, and Fig. 1b schematically represents a second perspective side view of the safety barrier 1oa. With collective reference to Figs. 1a and 1b, the safety barrier 1oa comprises a main body 12. The main body 12 comprises a vertical first end wall 14 and a vertical second end wall 16. The first and second end walls 14 and 16 face in opposite directions and comprise surfaces parallel to each other. 1O 11 The main body 12 further comprises a horizontal top portion 18 and a horizontal base portion 20. The top portion 18 is arranged vertically above the base portion 20. The top portion 18 faces vertically upwards and the base portion 20 faces vertically downwards. Each of the top portion 18 and the base portion 20 is arranged horizontally between the first end wall 14 and the second end wall 16. As shown in Figs. 1a and 1b, the base portion 20 is wider than the top portion 18. The first end wall 14, the second end wall 16, the top portion 18 and the base portion 20 face in four unique orthogonal directions in a single vertical plane.

The main body 12 further comprises a first side wall 22 and a second side wall 24. Each of the first side wall 22 and the second side wall 24 is arranged horizontally between the first end wall 14 and the second end wall 16, and vertically between the top portion 18 and the base portion 20. The second side wall 24 is arranged opposite to the first side wall 22.

The main body 12 of this example is symmetric with respect to a symmetry plane transverse to a length direction of the safety barrier 10a between the first end wall 14 and the second end wall 16. The main body 12 of this example is made of concrete.

Furthermore, the main body 12 of this example is an F-shape barrier. In such F-shape barrier, top surfaces of the base portion 20 are angled relative to the first and second side walls 22 and 24, respectively.

Figs. 1a and 1b further show that the main body 12 is elongated. A length of the safety barrier 10a is defined between the first end wall 14 and the second end wall 16. The safety barrier 10a may for example have a length of 5 m. Alternatively, or in addition, the safety barrier 10a may have a linear density of 330 kg/ m. Alternatively, or in addition, the safety barrier 10a may have a width of 0.45 m, e.g. at the base portion 20.

The safety barrier 10a further comprises a vertical first end rail 26 and a vertical second end rail 28. The first and second end rails 26 and 28 are provided in the first and second end walls 14 and 16, respectively. The first 1O 12 end rail 26 is here countersunk into the first end wall 14 such that the first end rail 26 is entirely received in the main body 12. Correspondingly, the second end rail 28 is here countersunk into the second end wall 16 such that the second end rail 28 is entirely received in the main body 12. The first end rail 26 comprises a first end rail profile 30 and the second end rail 28 comprises a second end rail profile 32.

The safety barrier 10a of this example further comprises a horizontal top rail 34 and a horizontal base rail 36. The top rail 34 is provided in the top portion 18 and the base rail 36 is provided in the base portion 20. The top rail 34 is here countersunk into the top portion 18 from above such that the top rail 34 is entirely received in the main body 12. Similarly, the base rail 36 is countersunk into the base portion 20 from below such that the base rail 36 is entirely received in the main body 12. The top rail 34 comprises a top rail profile 38 and the base rail 36 comprises a base rail profile 40.

The first end rail 26, the second end rail 28, the top rail 34 and the base rail 36 face left, right, up and down, respectively, in Fig. 1a. Each of the first and second end rails 26 and 28 extends between the top rail 34 and the base rail 36.

In this example, each of the first end rail profile 30, the second end rail profile 32, the top rail profile 38 and the base rail profile 40 is a female profile, here C-shaped having a T-shaped cavity. The first end rail 26 and the second end rail 28 are straight and parallel with each other. The top rail 34 and the base rail 36 are straight, parallel with each other and perpendicular to the first and second end rails 26 and 28. Furthermore, each of the first end rail profile 30, the second end rail profile 32, the top rail profile 38 and the base rail profile 40 has the same design and dimension. The first end rail 26, the second end rail 28, the top rail 34 and the base rail 36 can thus be cut from a single rail. 1O 13 Each of the first and second end rail profiles 30 and 32 is open vertically upwards and downwards. Each of the top rail profile 38 and the base rail profile 40 is open horizontally to each side (left and right in Figs. 1a and 1b).

The safety barrier 1oa of this example further comprises two base members 44, here exemplified as feet. Each base member 44 is arranged below the main body 12 and provides a support for the main body 12. Each base member 44 may be made of steel. In this example, each base member 44 is a quadrangular base frame.

The safety barrier 1oa of this specific example further comprises two fork pockets 46. Each fork pocket 46 is a through hole extending horizontally through the main body 12 from the first side wall 22 to the second side wall 24.

The safety barrier 1oa of this specific example further comprises a horizontal first groove 48 at the first side wall 22 and a horizontal second groove 50 at the second side wall 24. The first and second grooves 48 and 50 are here V- shaped grooves.

The safety barrier 1oa may be lifted in various ways. A fork truck may for example insert a fork into each fork pocket 46 and lift the safety barrier 1oa. Alternatively, the safety barrier 1oa may be lifted by engaging lifting scissors in the first and second grooves 48 and 50.

Fig. 2 schematically represents a partial perspective top view of the safety barrier 1oa. As shown in Fig. 2, the second end rail profile 32 extends vertically through the entire main body 12. In Fig. 2, the C-shape of the second end rail profile 32 can more clearly be seen.

Fig. 2 further shows that the top rail profile 38 comprises a horizontal bottom profile 52. The top rail 34 further comprises a widening structure 54. The widening structure 54 of this example comprises two horizontal sides angled to the length direction, here angled 45 degrees. 1O 14 Fig. 3a schematically represents a perspective front view of the safety barrier 10a, and Fig. 3b schematically represents a front view of the safety barrier 10a. With collective reference to Figs. 3a and 3b, it can be seen that each of the top rail profile 38 and the base rail profile 40 is open horizontally through the entire main body 12.

Figs. 3a and 3b further show that each base member 44 comprises a base member profile 56. Each base member 44 is connected to the main body 12 by receiving the base member profile 56 in the base rail profile 40. Each base member profile 56 is then secured to the base rail profile 40 by tightening fasteners, here exemplified as screws 58 (only one shown in Figs. 3a and 3b) threadingly engaging the base member profile 56. Each base member profile 56 and associated screw 58 form a T-shaped male profile engaging the C- shaped base rail profile 40. By lifting the safety barrier 10a and loosening the screws 58, the base members 44 can be moved horizontally along the length of the main body 12 and can be slid off the base rail 36 for service or replacement.

Figs. 3a and 3b further show that each base member 44 comprises a resilient element 60 facing the ground surface. The resilient elements 60 may be made of rubber.

Fig. 4 schematically represents a perspective side view of a rail structure 62 of the safety barrier 10a. The rail structure 62 of this example comprises the first end rail 26, the second end rail 28, the top rail 34 and the base rail 36 rigidly connected to each other to form a rectangular and vertically oriented frame 64. The frame 64 encloses the main body 12. At each corner of the frame 64, an external male profile can be received in either a horizontal or a vertical direction.

The rail structure 62 further comprises a reinforcement mesh 66. The reinforcement mesh 66 is one example of a reinforcement structure according to the present disclosure. The reinforcement mesh 66 is fixed to each side of the frame 64. The rail structure 62 may for example be 1O galvanized, such as hot-dip galvanized. Once the rail structure 62 is produced according to Fig. 4, the main body 12 can be casted over the reinforcement mesh 66 and onto the rail structure 62 such that each of the first end rail profile 30, the second end rail profile 32, the top rail profile 38 and the base rail profile 40 remains exposed.

Fig. 5 schematically represents a partial cross-sectional front view of the safety barrier 10a. The safety barrier 10a here further comprises a top member 68. The top member 68 may for example be a lifting eye, a fence, a sign or other type of accessory. In case the safety barrier 10a comprises top member 68 in the form of lifting structures, such as lifting eyes, the safety barrier 10a can be lifted by engaging the top member 68.

The top member 68 is however here exemplified as a screen. The top member 68 comprises a top member profile 70. As shown in Fig. 5, the top member profile 70 has a male T-shape forming a shape lock with the top rail profile 38. The top member 68 can easily be introduced by inserting the top member profile 70 horizontally from either side of the top rail profile 38 and sliding the top member 68 to a desired position along the length of the main body 12. The top member 68 may optionally be horizontally locked when the top member profile 70 engages the top rail profile 38, for example by means of SCTGWS.

Fig. 6a schematically represents a perspective side view of a coupling element 72a, Fig. 6b schematically represents a side view of the coupling element 72a, and Fig. 6c schematically represents a top view of the coupling element 72a. With collective reference to Figs. 6a, 6b and 6c, the coupling element 72a is elongated and comprises a first coupling profile 74a and a second coupling profile 76a. The first and second coupling profiles 74a and 76a are parallel with each other. Each of the first and second coupling profiles 74a and 76a are male T-shaped profiles. Each of the first and second coupling profiles 74a and 76a is configured to mate with either the first end rail profile 30 or the second end rail profile 32. 1O 16 The first end rail profile 30 comprises a horizontal ﬂange 78 at an upper end thereof. The horizontal ﬂange 78 is one example of a stopping member according to the present disclosure. The horizontal ﬂange 78 further comprises a tip structure 80. The shape of the tip structure 80 corresponds to the shape of the widening structure 54 of the top rail 34.

The first end rail profile 30 further comprises a first V-shaped lower end 82a. The second coupling profile 76a comprises a second V-shaped upper end 84 and a second V-shaped lower end 86a. By means of the first V-shaped lower end 82a, the first coupling profile 74a can more easily be inserted vertically downwards into the first or second end rail profiles 30 and 32. Correspondingly, by means of the second V-shaped upper end 84, the second coupling profile 76a can more easily be inserted vertically upwards into the first or second end rail profiles 30 and 32 (e.g. by lowering the safety barrier 10a). Correspondingly, by means of the second V-shaped lower end 86a, the second coupling profile 76a can more easily be inserted vertically downwards into the first or second end rail profiles 30 and 32.

The safety barrier 10a may be delivered with the coupling element 72a received in one of the first and second end rails 26 and 28. Since the safety barrier 10a is direction neutral, the coupling element 72a can easily be manually moved from the first end rail 26 to the second end rail 28 (or vice versa) if needed. This eliminates the need for rotating the safety barrier 10a 180 degrees.

Fig. 7a schematically represents a side view of a safety barrier system 88 in an unassembled state comprising a first safety barrier 10a, a second safety barrier 10b and the coupling element 72a. In the following, a method of assembling the safety barrier system 88 will be described. The safety barrier system 88 may for example be used to delimit an area for roadwork. Each of the first safety barrier 10a and the second safety barrier 10b are of the same design. 1O 17 As shown in Fig. 7a, the first safety barrier 10a has been vertically lowered to the ground. Due to the same design of the first and second end rails 26 and 28, the first safety barrier 1oa is direction independent. For this reason, it does not matter if the first safety barrier 10a is rotated 180 degrees about a vertical axis from the position shown in Fig. 7a. Time and effort does therefore not have to be spent to rotate the safety barrier 1oa. The first safety barrier 10a can therefore be loaded and unloaded from a truck in any direction.

Fig. 7b schematically represents a side view of the safety barrier system 88 when the coupling element 72a is connected to the first safety barrier 1oa. The coupling element 72a can be manually put into any of the first and second end rail profiles 30 and 32. The user can first direct the first V-shaped lower end 82a of the coupling element 72a from above into the upper opening of the first end rail profile 30 (or the second end rail profile 32) of the vertically lowered first safety barrier 10a. The user may then release the coupling element 72a such that the coupling element 72a falls by gravity until the horizontal ﬂange 78 stops at the bottom profile 52 in the top rail 34. During this movement, the widening structure 54 of the top rail 34 enables the tip structure 80 of the horizontal ﬂange 78 to pass downwards. The coupling element 72a is now locked to the first safety barrier 10a by means of a shape lock between the male first coupling profile 74a and the female first end rail profile 30.

The first safety barrier 10a may alternatively be lowered with the coupling element 72a already engaging the first safety barrier 1oa. Should in this case the first safety barrier 10a be erroneously oriented, a user may simply lift and move the coupling element 72a from the first end wall 14 to the second end wall 16.

Fig. 7c schematically represents a side view of the safety barrier system 88 when the second safety barrier 1ob is connected to the coupling element 72a. The second safety barrier 1ob is lowered such that the female second end rail profile 32 thereof engages the male second coupling profile 76a of the 1O 18 coupling element 72a. The second V-shaped upper end 84 of the coupling element 72a facilitates this mating. The second safety barrier 1ob is lowered all the way to the ground. The first safety barrier 1oa is now reliably connected to the second safety barrier 1ob by means of the coupling element 72a.

The first end rail 26, the second end rail 28 and the coupling element 72a enable any of the two connected safety barriers 1oa and 1ob to be lifted vertically upwards relative to the other. If the first safety barrier 1oa is lifted vertically, the coupling element 72a is lifted together with the first safety barrier 1oa (due to the horizontal ﬂange 78 resting on the bottom profile 52) and is thereby disengaged from the second safety barrier 1ob. If the second safety barrier 1ob is lifted vertically, the second safety barrier 1ob is lifted vertically relative to the coupling element 72a and becomes disengaged therefrom.

The base members 44 can easily be removed from the base rail 36, e.g. for replacement and/ or maintenance, when the respective safety barrier 1oa and 1ob is held in the air.

Fig. 8 schematically represents a cross-sectional top view of the safety barrier system 88. In Fig. 8, the engagement of the coupling element 72a to each of the first and second safety barriers 1oa and 1ob can be seen. Due to the first end rail profile 30 of the first safety barrier 1oa being female, the second end rail profile 32 of the second safety barrier 1ob being female, and the first and second coupling profiles 74a and 76a being male, the first end wall 14 of the first safety barrier 1oa comes very close to the second end wall 16 of the second safety barrier 1ob. Additional resistance against relative rotation between the first and second safety barriers 1oa and 1ob about a vertical axis is thereby provided.

The safety barrier system 88 has approved test results according to the European standard DIN EN 1317-2. The safety barrier system 88 can meet containment level T3 and an accelerated severity index (ASI) in impact 1O 19 severity class A according to DIN EN 1317-2. No ground anchoring of the safety barrier system 88 is necessary.

Fig. 9 schematically represents a perspective side view of a further example of a coupling element 72b. Mainly differences with respect to the coupling element 72a will be described. The coupling element 72b comprises a male first coupling profile 74b configured to engage any of the first and second rail profiles 30 and 32 of the first safety barrier 10a, and a male second coupling profile 76b configured to engage any of the first and second rail profiles 30 and 32 of the second safety barrier 10b. The coupling element 72a further comprises a vertical hinge 90. The first coupling profile 74b is rotatable relative to the second coupling profile 76b about the hinge 90.

When the first and second safety barriers 10a and 10b are connected by the coupling element 72a, the hinge 90 enables relative positioning between the first and second safety barriers 10a and 10b at different angles with respect to a vertical axis.

While the present disclosure has been described with reference to exemplary embodiments, it will be appreciated that the present invention is not limited to what has been described above. For example, it will be appreciated that the dimensions of the parts may be varied as needed. Accordingly, it is intended that the present invention may be limited only by the scope of the claims appended hereto.

Claims

1.CLAIMS A safety barrier (10a, 10b) comprising: - a main body (12) having a vertical first end wall (14) and a vertical second end wall (16) arranged opposite to the first end wall (14); - a vertical first end rail (26) arranged at the first end wall (14), the first end rail (26) being open vertically upwards and vertically downwards and having a first end rail profile (30) arranged to vertically receive a coupling profile (74a, 76a; 74b, 76b) of a coupling element (72a; 72b); and - a vertical second end rail (28) arranged at the second end wall (16), the second end rail (28) being open vertically upwards and vertically downwards and having a second end rail profile (32) arranged to vertically receive the coupling profile (74a, 76a; 74b, 76b). The safety barrier (10a, 10b) according to claim 1, wherein each of the first end rail profile (30) and the second end rail profile (32) is female and wherein the coupling profile (74a, 76a; 74b, 76b) is male. The safety barrier (10a, 10b) according to any of the preceding claims, further comprising a rail structure (62) comprising the first end rail (26) and the second end rail (28). The safety barrier (10a, 10b) according to any of the preceding claims, wherein the main body (12) further comprises a horizontal base portion (20) arranged between the first end wall (14) and the second end wall (16); and wherein the safety barrier (10a, 10b) further comprises a horizontal base rail (36) arranged at the base portion (20), the base rail (36) being open horizontally to each side and having a base rail profile (40) arranged to horizontally receive a base member profile (56) of a base member (44). The safety barrier (10a, 10b) according to any of the preceding claims, wherein the main body (12) further comprises a top portion (18) arranged between the first end wall (14) and the second end wall (16); 1Oand wherein the safety barrier (10a, 10b) further comprises a top rail (34) arranged at the top portion (18), the top rail (34) being open horizontally to each side and having a top rail profile (38) arranged to horizontally receive a top member profile (70) of a top member (68). The safety barrier (10a, 10b) according to claims 3, 4 and 5, wherein the rail structure (62) further comprises the base rail (36) and the top rail (34), and wherein the first end rail (26), the second end rail (28), the base rail (36) and the top rail (34) are connected to a frame (64) enclosing the main body (12). The safety barrier (10a, 10b) according to claim 6, wherein the rail structure (62) further comprises a reinforcement structure (66) connected to the frame (64), and wherein the reinforcement structure (66) is casted into the main body (12). A safety barrier system (88) comprising at least one safety barrier (10a, 10b) according to any of the preceding claims. The safety barrier system (88) according to claim 8, further comprising the coupling element (72a; 72b), wherein the coupling element (72a; 72b) comprises two parallel coupling profiles (74a, 76a; 74b, 76b), each for engaging an end rail profile (30, 32) of a unique safety barrier (10a, 10b). The safety barrier system (88) according to claim 9, wherein the coupling element (72b) comprises a hinge (90) between the coupling profiles (74b, 76b).