WO2014207473A1 - Barrière routière de sécurité - Google Patents

Barrière routière de sécurité Download PDF

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Publication number
WO2014207473A1
WO2014207473A1 PCT/GB2014/051958 GB2014051958W WO2014207473A1 WO 2014207473 A1 WO2014207473 A1 WO 2014207473A1 GB 2014051958 W GB2014051958 W GB 2014051958W WO 2014207473 A1 WO2014207473 A1 WO 2014207473A1
Authority
WO
WIPO (PCT)
Prior art keywords
coupling assembly
coupling
slot
post
post member
Prior art date
Application number
PCT/GB2014/051958
Other languages
English (en)
Inventor
Matthew Harriman
Steven Bowyer
Andrew Pardoe
Original Assignee
Hill & Smith Limited
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
Priority claimed from GB201311668A external-priority patent/GB201311668D0/en
Priority claimed from GB201313335A external-priority patent/GB201313335D0/en
Application filed by Hill & Smith Limited filed Critical Hill & Smith Limited
Publication of WO2014207473A1 publication Critical patent/WO2014207473A1/fr

Links

Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0407—Metal rails
    • E01F15/0438—Spacers between rails and posts, e.g. energy-absorbing means
    • 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
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0407—Metal rails
    • 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

Definitions

  • This invention relates to road safety barriers, and in particular but not exclusively to road safety barriers of the type that employ one or more rails or beams.
  • Road safety barriers incorporating rails or beams as a vehicle restraining member comprise a series of spaced apart posts that are secured in or on the ground adjacent to the roadway for supporting the rails/beams.
  • road safety barriers are required to restrain an impacting vehicle by arresting it and redirecting it, to prevent traversal of the barrier and encroachment into oncoming traffic or into the roadside.
  • road safety barriers depends on the type and level of containment required. For example, in order to restrain a heavy vehicle (e.g. a 10000kg truck), which can be tall with a high centre of gravity, it is necessary to configure the barrier to not only prevent it from breaching the barrier, potentially into oncoming traffic, but also from overturning.
  • a heavy vehicle e.g. a 10000kg truck
  • the barrier system must be capable of restraining impacting vehicles ranging from small cars (typically 900kg) up to large vehicles weighing 10000kg or more.
  • systems devised for restraining the latter may provide too much resistance and actually pose a danger to smaller, lighter vehicles.
  • containment rails provided for restraining tall, heavy vehicles could be provided at too great a height, meaning smaller, lighter vehicles could pass underneath and not be contained.
  • a simple solution in the art provides barriers with a plurality of vertically spaced rails, although this inevitably increases the cost of the barrier installation.
  • Systems such as those described in FR2647824 and FR2704012 show barrier systems having a pair of beams of W-cross-section supported by a series of posts.
  • a vehicle impacting a proximal beam causes posts of the barrier to bend and, for high energy impacts e.g. from a large, heavy vehicle, the posts are bent to such an extent so as to force the distal barrier beams to the ground and, ultimately, for the fixing means joining the beams to the posts to break. Energy absorption during these processes assists in arresting and containing the vehicle.
  • EP1619310 teaches a system having a spacer element that supports and spaces two W-cross section beams on a series of posts. In the event of an impact, the beam separates from the spacer element, and the spacer element separates from the posts, in order to maintain the position of the beam at the same height above the ground as before the impact.
  • the rails are supported on support members that can pivot about a fulcrum with respect to the post, and the support members are provided with weakened portions such that, in the event of an impact, the support members pivot causing a pin or suchlike to rupture the support member in the vicinity of the weakened areas and thus aid in absorbing energy from the impact.
  • the configuration is such that the barrier height before and after an impact is maintained and, in the latter case, the rotation results in a proportional raising of the rail in order to restrain the impacting vehicle.
  • barrier systems are, however, clearly rather complex and thus difficult and expensive to manufacture, install and maintain. Such systems are also prone to malfunction or failure, e.g. in the event of an impact outside of the normally expected range, e.g. in terms of velocity, direction, energy etc.
  • a coupling assembly for use in a road safety barrier to couple one or more longitudinally extending restraining members to a post member secured on or in the ground as defined in claim 1.
  • the coupling assembly In the event of an impact by a car, the coupling assembly remains in the first position but, in the event of an impact by a larger/heavier vehicle, the coupling moves to the second position to still constrain and redirect the vehicle in the same manner, but also taking into account the larger dimensions thereof.
  • the coupling assembly enables road barriers to constrain and redirect impacting vehicles of varying masses, from small cars to large heavy multi-tonne vehicles through the provision of a simple, easy to manufacture, install and maintain mechanism.
  • the coupling is linearly moveable in a direction substantially parallel to the post member or substantially perpendicular to the direction in which the road safety barrier extends.
  • the coupling is therefore moveable in a substantially vertical direction for post members secured in the ground in a substantially upright position.
  • the coupling can be configured to be linearly moveable in a direction parallel thereto.
  • the coupling comprises an elongate slot that extends substantially parallel to the post member.
  • the coupling comprises a substantially vertically oriented elongate slot.
  • the width of the slot is of substantially uniform width along the length thereof and further comprises a first opening at the upper end thereof and a second opening at the lower end thereof, the first and second openings having a dimension greater than the width of the slot. This provides a 'dogbone' shaped slot.
  • the width of the slot is of substantially uniform width along the length thereof and comprises a first opening at the upper end thereof having a dimension greater than the width of the slot.
  • the slot may have an enlarged opening only at its upper end.
  • the lower end may be closed, or open to provide a slot in the form of a slit in the coupling member (to provide a 'keyhole' shaped slot or slit).
  • the slot may have a width along its length that tapers toward the lower end thereof.
  • the slot may be profiled with formations. The formations may be frangible.
  • the slot may be replaced with a line or series of apertures or perforations.
  • the coupling may further comprise a fastener for attaching the coupling assembly to the post via the slot.
  • the attachment member comprises a projection or spigot receivable within the upper end of the post member.
  • the slot is preferably provided within the spigot.
  • the coupling comprises a frictionally resistive component for resisting movement from the first position to the second position.
  • the fastener may have a diameter or thickness that is greater than the width of the slot and is less than or substantially equal to the size of the first opening.
  • the fastener is a yieldable fastener that yields when energy from an impact exceeds a second threshold value to further longitudinally displace the coupling assembly and restraining members from and with respect to the post member and further increase the height of the coupling assembly and restraining members above the ground.
  • the fastener may be a bolt.
  • the attachment member may comprise a bridging element that contacts the upper end of the post member when the coupling is in the first position.
  • the width of the bridging element is greater than the cross-sectional dimension of the post member.
  • the at least one or more restraining members comprise one or more rails, tubular rails or beams.
  • the barrier comprises a pair of rails, tubular rails or beams, one mounted to each side of the attachment member.
  • the width of the bridging element defines the separation of the rails, tubular rails or beams.
  • a road safety barrier constructed in accordance with the embodiments described advantageously enables containment of vehicles of a range of sizes and masses without requiring complex mechanisms which would add to manufacture, installation, repair and replacement costs.
  • a road safety fence post for use with a road safety barrier having one or more longitudinal restraining members as defined in claim 21.
  • the posts may be hollow e.g. of circular, oval, square or rectangular cross-section, although it will be appreciated that posts of other cross-sections can also be used.
  • the post may have a C-, U-, S- or Z-shaped cross section.
  • the posts could be solid, again of any shape and cross-section mentioned above or otherwise.
  • Figure 1a is a side view of a road safety barrier according to the present invention.
  • Figure 1 b is a front view of the road safety barrier of Figure 1 a;
  • Figure 2 is a perspective view of the barrier of Figure 1 a;
  • Figure 3 is an expanded perspective view of the spacer element of the road safety barrier of Figure 1 a;
  • Figures 4a to 4d are schematic views of an alternative embodiment employing a different slot and spigot.
  • Figures 5a to 5c are side views of the barrier of Figures 1a and 1 b at various stages before and during impact.
  • FIGs 1 a and 1 b show a road safety fence post 10 embodying the present invention, for use in a barrier 1 1 , e.g. as shown in Figure 2.
  • the post 10 comprises a post member 12 that is adapted to be secured on or in the ground (not shown).
  • the post member 12 is, in the embodiment shown, a hollow post e.g. of circular, oval, square or rectangular cross-section, although it will be appreciated that posts of other cross- sections can also be used.
  • the post 10 is configured to support two rails 14.
  • the rails 14 extend longitudinally with respect to the substantially vertical posts 12.
  • the rails 14 are tubular rails, one mounted on either side of the post 10.
  • the rails 14 have alternative cross sectional shapes or could be beams (e.g. W-profile beam sections).
  • the rails 14 are attached to a coupling assembly 16.
  • the coupling assembly is a bracket or spacer, which serves to maintain the two rails 14 at a predetermined separation, and to support the rails 14 on the post member 12.
  • a fixing member 18 is provided (e.g. by welding) on the spacer 16 for attaching the spacer 16 to the rail.
  • the fixing member 18 comprises an elongate plate longitudinally oriented with the rail 14.
  • the plate 18 is provided with a series of apertures 18a for receiving a bolt 20, which also passes through an aperture provided in the rail (not shown) to achieve attachment therebetween.
  • Using two rails 14 - one provided on either side of the posts 12 - advantageously provides strength to the barrier 11 , and containment for impacts from either side of the barrier 11.
  • a single rail could be provided on one side only of the post 10, or a plurality of rails (spaced vertically and/or horizontally) could be provided on each side of the post 10.
  • the coupling assembly 16, rails 14 and posts 12 are preferably made of steel, but it will be appreciated that other materials could be used.
  • the spacer 16 comprises a bridge member 22.
  • the bridge 22 is a sheet of material formed or bent into an inverted 'U' shape.
  • the two legs 22a of the 'U' shape provide attachment surfaces or edges for the rails 14 as described above.
  • an aperture may be alternatively be provided within the U-legs 22a for attachment via an aperture in the rail 14 again with a bolt or other suitable fastener.
  • the width x of the top 22b of the bridge 22 (plus the thickness of the fixing members 18, if used) thus defines the separation of the rails 14.
  • the width x of the bridge 22 is greater than the width y of the post member 12, to enable the bridge 22 to be supported on top of the post member 12 at end 12a thereof.
  • the spacer 16 comprises a spigot 24 that projects downwardly from the bridge member 22.
  • the bridge 22 and spigot 24 may be formed as a unitary component, or may be fixed (e.g. welded or bolted) together.
  • the spigot 24 projects downwardly from the bridge 22 and has a width z less than that y of the post member 12, such that it can be accommodated within confines of the hollow post member 12.
  • the cross-sectional shape of the spigot 24 is preferably, but not necessarily, the same as that of the post member 12.
  • the spigot 24 and post 12 are of a circular cross section.
  • the spigot 24 is hollow, but may be solid in alternative embodiments.
  • the spigot 24 may be a flat plate or thicker solid projection.
  • the spigot 24 comprises a longitudinally extending slot or opening 26. As such, the slot 26 extends substantially vertically.
  • One slot 26 is visible in Figures 1 a, 3 and 5 although it should be noted that a further slot 26 is provided in the spigot 24 at a position on the spigot diametrically opposite. In an alternative embodiment, just a single slot is provided.
  • the slot 26 has a width that is substantially uniform along its length 26a, widening into a first, upper larger opening 26b and a second, lower opening 26c at its ends.
  • the slot 26 thus has a 'dumbbell' or 'dogbone' type shape.
  • a fixing bolt 28 is provided to extend through an aperture 29 provided in the post member 12 and the upper opening 26b, and is externally secured with a nut 30, as shown in Figures 1 b and 3.
  • the diameter of the fixing bolt 28 is substantially equal to or slightly less than the size of the openings 26b, 26c, but slightly greater than the width 26a of the slot 26. This will provide for frictional resistance to movement of the bolt 28 within the slot 26 as will be described in greater detail below.
  • the slot 26 has a dumbbell shape, with a consistent width 26a along the length thereof and larger apertures at each end thereof 26b, 26c.
  • the slot may only have an enlarged opening 26b at its upper end.
  • Figures 4a to 4d show an alternative arrangement for a slot and spigot that can be utilised instead of the dumbbell shaped slot shown in Figures 1 , 3 and 5 and discussed in relation thereto. All other features are as previously shown and described, and features in common with the previously described embodiment remain unchanged.
  • the spigot 24 again comprises a longitudinally extending slot or opening 26' that extends substantially vertically.
  • the slot 26' has a width that is substantially uniform along its length 26a, widening into a first, upper larger opening 26b.
  • the slot 26' extends fully to the lower edge of the spigot 24.
  • the lower end 26d of the slot 26' is open so as to provide a slit in the spigot 24.
  • the geometry of the slit 26' is shown in Figure 4b.
  • the slot 26' extends through the spigot 24 such that diametrically opposite surfaces of the hollow spigot 24 each comprises a slot 26'.
  • the spigot 24 could comprise one closed-ended slot 26 and one open-ended slot 26.
  • a fixing bolt 28 is provided to initially extend through an aperture 29 provided in the post member 12 and the upper opening 26b, and is externally secured with a nut 30, as shown in Figures 1 b and 3.
  • the slot 26 may have a width along its length 26a that tapers toward the lower end thereof, in order to provide further frictional resistance to movement of the bolt 28 therethrough.
  • the slot could be profiled with formations that offer resistance to passage of the bolt therethrough. The formations may be frangible.
  • the slot 26 may be replaced with a line or series of apertures or perforations such that, in the event of an impact of sufficient energy, the bolt 28 travels through the perforations tearing the material of the spigot therebetween as an energy absorption mechanism.
  • Figure 5a is identical to Figure 1a, and shows the arrangement of the components in a first position representing the 'initial' or 'nonimpact' state of the post 10.
  • the fixing bolt 28 is located within the upper opening 26a of the spigot slot 26 and the bridge 22b of the spacer 16 sits upon the upper end 12a of the post member 12 as previously described.
  • Figure 5b shows the post 10 in the event of an impact of by a vehicle on the post 10 or barrier 11.
  • the energy from the impact exceeds a first threshold.
  • the force from the impact has been sufficient to urge the rails 14/spacer 16 unit upwards, and the fixing bolt 28, which is initially located in the upper opening 26a is transferred to the lower opening 26b.
  • the bridge member 22b has been separated from the top 12a of the post member 12 such that it no longer sits or rests thereon.
  • the diameter of the fixing bolt 28 is less than the width 26a of the slot 26
  • passage of the bolt 28 through the slot 26a is subject to frictional resistance, which assists in absorbing energy from the impact and which, in turn, assists in restraining the impacting vehicle on the carriageway.
  • the barrier 10 will enter a third state, as shown in Figure 5c.
  • the energy from the impact exceeds a second threshold.
  • the energy from the impact has been sufficient to force the fixing bolt 28 along the entire length of the slot but, since the yield strength of the bolt 28 is less than that of the material of which the spigot 24 is made, the bolt 28 yields or shears.
  • the yield strength of the bolt 28 is a known parameter, calculated from factors such as the material composition and dimensions of the bolt 28 and post member 12, and can thus enable separation of the bracket 16 from the post member 12 at a calculable, predetermined impact energy.
  • the arrangement provides for a vehicle up to 1500kg (e.g. an average sized car) to be contained and redirected without the lifting/separating mechanism coming into play. That is, in the event of such an impact, the bridge member 22 will remain in contact with the upper end 12a of the post member 12. Consequently, the vehicle is also prevented from travelling underneath the barrier 1 1.
  • the beams 14 may typically be provided at a 'standard' height corresponding to the height of the bumper of an impacting car, e.g. approx.
  • the spigot slot 26 is designed to travel vertically upward and around the connecting bolt 28, coming to rest such that the bolt 28 is located in the lower hole 26c of the spigot 28, resulting in a rising mechanism that counteracts overturning of a heavier vehicle, and hence reducing its lean.
  • the bolt will then shear ( Figure 5c), if the impact energy is great enough, releasing the post 12a from the beams 14, to prohibit the deflecting post 12 from pulling the barrier 11 down and allowing the vehicle to mount the barrier 11.
  • the barrier 11 has thus been designed, and the arrangement calculated, based on years of experience with this field of engineering, so that the bolt 28 will yield when the force of an impact reaches a particular threshold, to purposefully break the connection between the rails 14 and the posts 10. Restraining capabilities will be maintained, due to the rail 14 being connected to other rails and adjacent rails and the posts on which they are supported will ensure integrity of the barrier in the event of an impact. Separation further ensures that the integrity of parts of the barrier arrangement away from the vicinity of the impact is maintained, thus minimising the repairs required after an impact.
  • the upward movement of the rail 14 relative to the post 12 in the event of an impact enables containment of heavy/tall vehicles to be achieved. This is because the increased height of the barrier 11 in the event of an impact is more effective at preventing a tall vehicle from overturning because the centre of gravity of the vehicle is no longer precariously above the height of the barrier 1 1.
  • the impact energy will be sufficient to force the post 10 from the first state (Figure 5a), through the second state ( Figure 5b) to the third state ( Figure 5c).
  • both the first and second energy thresholds are exceeded.
  • the energy absorbing capabilities of the post 10/barrier 1 1 - due to the frictional resistance of the bolt 28 travelling through the slot 26 and subsequent shearing of the bolt 28 - are sufficient to restrain the vehicle on the carriageway.
  • an average sized car impacting the post/barrier would not provide sufficient energy to reach the third stage.
  • the first impact energy threshold is not reached.

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

Abstract

L'invention concerne une barrière routière de sécurité comportant un ensemble de couplage (16) destiné à coupler un ou plusieurs éléments de retenue s'étendant longitudinalement à un élément de poteau fixé sur ou dans le sol. L'ensemble de couplage comprend un élément de fixation (22) destiné à fixer l'ensemble de couplage (16) à un ou plusieurs éléments de retenue et un accouplement (24, 26) qui couple l'ensemble de couplage (16) à l'élément de poteau. Dans le cas d'un impact d'énergie dépassant un premier seuil, l'accouplement (24, 26) est conçu pour être mobile linéairement d'une première position à une seconde position pour déplacer longitudinalement l'ensemble de couplage (16) et les éléments de retenue par rapport à l'élément de poteau pour augmenter la hauteur de l'ensemble de couplage (16) et des éléments de retenue au-dessus du sol.
PCT/GB2014/051958 2013-06-28 2014-06-26 Barrière routière de sécurité WO2014207473A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
GB201311668A GB201311668D0 (en) 2013-06-28 2013-06-28 Road Safety Barrier
GB1311668.6 2013-06-28
GB1313335.0 2013-07-26
GB201313335A GB201313335D0 (en) 2013-07-26 2013-07-26 Road Safety Barrier

Publications (1)

Publication Number Publication Date
WO2014207473A1 true WO2014207473A1 (fr) 2014-12-31

Family

ID=51063744

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB2014/051958 WO2014207473A1 (fr) 2013-06-28 2014-06-26 Barrière routière de sécurité

Country Status (2)

Country Link
GB (1) GB2515910B (fr)
WO (1) WO2014207473A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106158309A (zh) * 2016-08-30 2016-11-23 武汉泰普变压器开关有限公司 一种正反调压七档无励磁分接开关

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2647824A1 (fr) * 1989-05-30 1990-12-07 Profilafroid Travaux Publics Barriere double de securite autoroutiere
EP0708206A1 (fr) * 1994-10-17 1996-04-24 CENTRO ACCIAI S.p.A. Barrière routière semi-rigide avec correction de position pour dissipation contrÔlée d'énergie de choc
EP1566486A1 (fr) * 2004-02-23 2005-08-24 Profil R Dispositif de retenue pour glissière de sécurité
KR100654333B1 (ko) * 2005-09-30 2006-12-08 최복환 충격완화용 가드레일
EP2204495A2 (fr) * 2008-12-31 2010-07-07 Colas Dispositif de retenue de véhicules léger et lourd le long d'une voie de circulation

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1417109A (en) * 1971-10-20 1975-12-10 Road Research Ltd Traffic guard rails
IT1314496B1 (it) * 2000-02-09 2002-12-18 Fracasso Metalmeccanica Barriera stradale di sicurezza.
KR100903522B1 (ko) * 2008-10-28 2009-06-19 윤재경 도로의 가드레일
KR200453404Y1 (ko) * 2010-09-17 2011-05-03 진홍산업주식회사 충격흡수 및 가드레일판이 상승되는 가드레일
AU2012262645C1 (en) * 2011-05-30 2022-01-27 Industrial Galvanizers Corporation Pty Ltd Improved barrier construction

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2647824A1 (fr) * 1989-05-30 1990-12-07 Profilafroid Travaux Publics Barriere double de securite autoroutiere
EP0708206A1 (fr) * 1994-10-17 1996-04-24 CENTRO ACCIAI S.p.A. Barrière routière semi-rigide avec correction de position pour dissipation contrÔlée d'énergie de choc
EP1566486A1 (fr) * 2004-02-23 2005-08-24 Profil R Dispositif de retenue pour glissière de sécurité
KR100654333B1 (ko) * 2005-09-30 2006-12-08 최복환 충격완화용 가드레일
EP2204495A2 (fr) * 2008-12-31 2010-07-07 Colas Dispositif de retenue de véhicules léger et lourd le long d'une voie de circulation

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106158309A (zh) * 2016-08-30 2016-11-23 武汉泰普变压器开关有限公司 一种正反调压七档无励磁分接开关
CN106158309B (zh) * 2016-08-30 2019-03-15 武汉泰普变压器开关有限公司 一种正反调压七档无励磁分接开关

Also Published As

Publication number Publication date
GB201411398D0 (en) 2014-08-13
GB2515910B (en) 2020-05-27
GB2515910A (en) 2015-01-07

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