WO2021048453A1 - Dispositif de protection pour glissières de sécurité - Google Patents

Dispositif de protection pour glissières de sécurité Download PDF

Info

Publication number
WO2021048453A1
WO2021048453A1 PCT/ES2020/070515 ES2020070515W WO2021048453A1 WO 2021048453 A1 WO2021048453 A1 WO 2021048453A1 ES 2020070515 W ES2020070515 W ES 2020070515W WO 2021048453 A1 WO2021048453 A1 WO 2021048453A1
Authority
WO
WIPO (PCT)
Prior art keywords
protective
elements
elastomeric
protective device
rail guard
Prior art date
Application number
PCT/ES2020/070515
Other languages
English (en)
Spanish (es)
Inventor
Jose Luis Arroyo Fernandez
Antonio GONZALEZ PIÑERA
Joaquin Antonio Perez Vazquez
Salvador Perez Vazquez
Original Assignee
Jose Luis Arroyo Fernandez
Gonzalez Pinera Antonio
Joaquin Antonio Perez Vazquez
Salvador Perez Vazquez
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 Jose Luis Arroyo Fernandez, Gonzalez Pinera Antonio, Joaquin Antonio Perez Vazquez, Salvador Perez Vazquez filed Critical Jose Luis Arroyo Fernandez
Publication of WO2021048453A1 publication Critical patent/WO2021048453A1/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
    • E01F15/0423—Details of rails
    • E01F15/043—Details of rails with multiple superimposed members; Rails provided with skirts
    • 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

Definitions

  • the field of application of the invention is included within the industrial sector dedicated to the manufacture and / or installation of elements, devices and means associated with road safety.
  • guardrails or guardrails between which the space of the road through which the vehicles can circulate, together with the space of the lateral shoulders on the roads that incorporate them.
  • These rail guards also have the function of cushioning impacts up to a certain level, and consist of longitudinal profiles, made of metallic material, shaped with longitudinal undulations to provide them with greater resistance, so that the different sections are successively aligned with each other along of each of the sides of the track on which they are installed, being supported by vertical posts located at a predetermined distance in relation to coincidence with the length of each section of profile.
  • the fixation is normally carried out with the help of screws or rivets housed in the valleys of the corrugations, so that the heads do not protrude with respect to the plane determined by the crests of the corrugations in order to avoid that they could injure a user who eventually it may hit the rail guard.
  • the rail guard elements are located at a certain distance from the ground, the aforementioned uprights are exposed through the distance between the lower edge of each element and the ground itself, being a proven fact that the The aforementioned uprights constitute a real danger for some of the users, specifically for motorcyclists, given the high number of accidents resulting in death and irreversible injuries that occur every year. Indeed, when a rider falls to the ground at a certain speed and is driven by the effect of the kinetic energy that he accumulates, the impact against any of these pillars usually has disastrous results that must be avoided at all costs.
  • Protective devices are known in the current state of the art for their mounting on, and joint use with, the rail guards or guardrails currently installed or newly installed on interurban roads, conceived and dimensioned for mounting below the elements.
  • guard-rail approximately coplanar with them, to cover and close the space normally existing between the latter and the surface of the ground, hiding and protecting the vertical posts that support and hold said guard-rail elements to reduce or eliminate the danger of the latter, with the particularity that the protective devices consist of a longitudinal band, substantially flat, flexible and relatively elastic, molded from elastomeric material, mainly from waste tire material, configured to resist impacts and absorb the energy derived from them.
  • a first aspect of the invention provides a protective device for rail guard that comprises:
  • a support system configured to hold the protective elastomeric elements to the guard-rail elements and to the vertical posts, in use; said protective device being characterized in that it is configured to mitigate the force of a first impact of a traffic accident victim against said protective elastomeric elements.
  • a protective system such as the one described above reduces the severity and number of injuries suffered by those injured who impact against the elastomeric protective elements, particularly those of motorcyclists.
  • Another advantage achieved is that by reducing the magnitude of the force of the first impact of an accident against the protective elastomeric elements, it is achieved that the injured, after the impact, are not returned towards the center of the circulatory path by the reaction force of the protective systems and their bodies are close to the edge of the road, avoiding or reducing the number of impacts or accidents with other vehicles circulating in the area after the accident.
  • the support system can comprise clamping arms made of metal profiles configured to flex and absorb the force of the first impact immediately after the victim impacts with the protective elastomeric elements.
  • Metal profiles are low-cost materials with which adequate flexibility can be achieved to absorb the impact forces involved in traffic accidents.
  • the metal profiles used are steel plates. Therefore, metal profiles offer an adequate balance between mechanical resistance and flexibility at an acceptable cost to be used in protection systems on public roads.
  • the support system may comprise one or more clamping springs mounted on the clamping arms and holding the protective elastomeric elements.
  • the clamping springs are an impact force damping system with a low production cost, low maintenance requirements and easy assembly, characteristics that are highly desirable for public road safety systems.
  • the crossbows also have the advantage that they reduce or dampen the victim's rebound on the protective elastomeric elements, so that after the impact the victim is not thrown towards the center of the road, but is close to the guardrails, thus reducing the possibility of successive accidents after impact with the guardrails.
  • clamping springs can be joined by means of joining sections forming a single piece. This configuration facilitates their assembly on the support arms and the subsequent assembly of the protective elastomeric elements on the leaf springs.
  • the clamping springs can be configured to deform and absorb the force of the first impact after the clamping arms have deformed.
  • This configuration allows the support system to be more effective when using the resistance of the materials used, since in the initial moments of impact, it is the clamping arms that work to mitigate the impact force through their deformation and then the clamping springs are activated which continue the damping effect of the support system.
  • This also achieves a distribution effect in time of the bending and of the reaction forces exerted by the protection device as a whole, which implies a lower maximum intensity of said forces. This implies less severity of injuries and less displacement of the victim after the impact.
  • the clamping crossbows can define slots for mounting.
  • the slots greatly facilitate the mounting of protection devices on previously installed rail guards. This is a highly desirable feature as guard rail protection devices can be very useful on roads where there are already guard rails.
  • both the clamping arms and the clamping springs are made of 4-millimeter-thick sheet metal with a protection system against corrosion by hot galvanizing according to the UNE EN 1462 standard.
  • the elastomeric protective elements may comprise a strip of sheet metal configured to produce a controlled deformation caused by the first impact of the victim.
  • the sheet metal strip can be configured to undergo controlled deformation once the springs have absorbed a predetermined impact force.
  • the sheet metal strip can define perforations to reduce the weight of the elastomeric protection elements. In this case, a lower weight of the elastomeric protection elements is achieved with adequate mechanical resistance and deformation capacity, so that the protection device can be assembled by two operators without the help of additional means to manipulate the elastomeric protection elements. . This entails installation costs that are feasible to be assumed by the entities responsible for road safety.
  • the sheet metal strip can be located between two strips of elastomeric material. In this way, the effects of the environment on the metal sheet are minimized and it is better protected against corrosion.
  • the elastomeric protective elements can comprise a first flat zone intended to receive the impact of the head or helmet of the victim, which, in use, is arranged quasi-vertically and a second flat zone or skirt, inclined with respect to the first zone. flat, designed to prevent the victim's arm from passing under the protective device, and which, in use, is arranged at an obtuse angle with the road and whose lower edge is about 20 millimeters from the ground. This feature reduces the number and severity of injuries to the victims' arms.
  • the sheet metal strip can comprise a longitudinal fold such that the sheet metal strip covers, at least partially, both flat areas of the protective elastomeric elements.
  • the elastomeric protective elements can comprise a zone of greater thickness destined to receive the impact of the helmet or head of the victim. This causes a greater damping of the first impact by the elastomeric material at the localized height where the heads of the injured most frequently impact and consequently the severity and number of injuries in the critical area of the neck of the victims are reduced.
  • the strip of sheet metal may comprise a zone of pleats intended to receive the impact of the helmet or head of the victim. This causes a greater resistance against the first impact by the sheet metal band at the localized height where the heads of the injured persons impact more frequently and consequently the intensity of the reaction force on the head of the victims is reduced and hence the severity and number of injuries in the critical area of the victims' neck.
  • the area of greatest thickness of the protective elastomeric elements coincides with the area of folds of the sheet metal strip.
  • the elastomeric protective elements can have a maximum length of two meters. By limiting the length of the protective elastomeric elements, it is possible to manipulate said elements during their installation or maintenance by two operators. Furthermore, limiting the length of elastomeric elements also facilitates their demoulding during production.
  • the elastomeric protective elements may comprise on their face facing the circulatory pathway, in use, an elastomeric material with less surface roughness than the elastomeric material on the opposite face of said elastomeric protective elements.
  • the elastomeric protective elements can comprise substances that give them resistance to combustion.
  • This characteristic produces a very important advantage, which is to avoid or reduce the risk of combustion in the event of an accident. This increases the safety of using elastomeric materials in road safety elements since in the event of an accident it is of utmost importance to prevent the spread of fires.
  • the elastomeric protective elements can be constructed with material from used tires, by some molding technique.
  • the protective elastomeric elements may comprise reflective markings or indicia on their face facing the circulatory pathway, in use.
  • the advantage achieved with this feature is to increase road safety by increasing the visibility of the guardrail protection devices by drivers, since these are usually placed in particularly dangerous areas, such as curves, ravines. , bridges, etc. and by providing them with greater visibility, drivers tend to exercise extreme caution when driving through these areas.
  • the reflective elastomeric elements may comprise a color scheme on their face facing the circulatory pathway, in use.
  • a second aspect of the invention provides a kit of parts to install a protective device for rail guard, comprising:
  • a support system configured to hold the protective elastomeric elements to the guard-rail elements and to the vertical posts, in use; said protective device being characterized in that it is configured to mitigate the force of a first impact of a traffic accident victim against said protective elastomeric elements.
  • Figure 1 A comprises a front view
  • Figure 1 B an exploded perspective view
  • Figures 1C and 1 D are profile views of a guard-rail protection device installed on a section of guard-rail;
  • Figure 1 E shows a profile view of the front guard rail protection device in more detail
  • Figure 2A shows a front view
  • Figure 2B a perspective view of a support system configured to hold the protective elastomeric elements to the guard-rail elements
  • Figure 3A shows a front view and Figure 3B a perspective view of a support system configured to hold the protective elastomeric elements to the vertical posts of the rail guard;
  • Figure 4 shows an exploded perspective view of a support system configured to hold the elastomeric protective elements to the vertical posts of the guardrails;
  • Figure 5A shows a front view of a face
  • Figure 5B a profile view
  • Figure 5C a front view of the reverse face a protective elastomeric element of the guard-rail protection device represented in Figures 1 to 4;
  • Figure 6A shows a perspective view and Figure 6B a front view of the spring elements of the guard rail protection device shown in the preceding figures;
  • Figure 7A shows a perspective view
  • Figure 7B a profile view
  • Figure 7C a front view of a clamping arm of the guard-rail protection device to a vertical upright
  • Figure 8A shows a perspective view
  • Figure 8B a front view
  • Figure 8C a profile view of a clamping arm of the guard-rail protection device to a guard-rail element
  • Figure 9A shows a front view and Figure 9B a profile view of a piece of the perforated sheet metal strip of the protective elastomeric elements of the front guard-guard device.
  • Figure 10A represents the compression force
  • Figure 10B the traction force
  • Figure 10C the antero-posterior shear force in the neck of a manikin during the impact test according to the UNE 135-900 standard for motorcycle impact and the EN 13-17 standard for vehicle impact of a guard rail protection device according to the present invention.
  • FIG. 1A a front view of a guard-rail protection device 10 installed on a section of guard-rail 50 can be seen.
  • the protective device for guard-rails comprises elongated protective elastomeric elements 12 configured to cover the space between the lower edge of guard-rail elements 14 and the surface of the ground (not shown), in such a way as to protect and hide the vertical posts 16 that support said rail guard elements 14. Furthermore, the protective device for rail guard 10 comprises a support system 18 configured to hold the protective elastomeric elements 12 to the guard elements. rail 14 and vertical studs 16.
  • Said support system 18 comprises clamping arms 20a, 20b made of folded metal plates as will be described later. Furthermore, the support system 18 comprises two clamping springs 22 mounted on each clamping arm 20a, 20b and holding the protective elastomeric elements 12 to the guard-rail elements 14 and to the vertical posts 16 respectively.
  • Both the clamping arms 20a, 20b and the clamping springs 22 are made of 4 mm thick S235 sheet steel with a 70 mm thick corrosion protection layer and 500 gr / m2 of quality zinc coating. according to the UNE EN 1179 standard, deposited by hot galvanizing according to the UNE EN 1462 standard.
  • Figure 1B shows an exploded perspective view of the guard-rail protection device 10 installed on a section of guard-rail 50. This figure shows how the elastomeric protective elements 12 must be assembled.
  • Figure 1C shows a profile view of the guard-rail protection device 10 installed on a section of guard-rail 50.
  • the elastomeric protective elements 12 comprise a first flat zone 24 destined to receive the impact of the victim's head or helmet and which is arranged quasi-vertically and a second flat zone or skirt 26, inclined 145 ° with respect to the first flat zone 20, destined to prevent the victim's arm from passing underneath of the protective device and which is arranged at an obtuse angle with the road and whose lower edge 28 is about 20 millimeters from the ground 30, as can be seen in Figure 1 D.
  • Figure 1 E shows in more detail in profile a protective elastomeric element 12 mounted on two leaf springs 22.
  • the protective elastomeric elements comprise two bands of elastomeric material 32a, 32b that completely cover an intermediate sheet metal band 34 reinforcement.
  • This protective elastomeric element 12 comprises an area of greater thickness 33 destined to receive the impact of the helmet or head of the victim.
  • the front elastomeric material strip 32a that is, the one closest to the roadway, shown in Figure 5A in more detail, is made with finer used tire pellets than the other elastomeric material strip 32b. With this, it is achieved that its surface roughness is lower and has better sliding properties to allow the injured to slide on it and suffer impacts of less force.
  • the intermediate reinforcing sheet band 34 is made of 1 mm thick S235 folded steel sheet with a 70 Dm thick corrosion protection layer and 500 gr / m2 of quality zinc coating according to the UNE EN standard. 1179 deposited by hot galvanizing according to the UNE EN 1462 standard.
  • the support system 18 configured to hold the protective elastomeric elements 12 to the guard-rail elements 14 and to the vertical posts 16 comprises two different support subsystems 18a, 18b, represented in greater detail in Figures 2A, 2B and 3A, 3B , respectively.
  • the support subsystem 18a of Figures 2A and 2B fastens the elastomeric protection elements 12 to the guard-rail elements 14 while the support subsystem 18b of Figures 3A and 3B fastens the elastomeric protection elements 12 to the vertical posts.
  • the support subsystem 18a to the rail guard elements 14 comprises a clamping arm 20a, a central support piece 36 with a C-shaped profile, a central support bar 38 also with a C-shaped profile and two leaf springs.
  • the support subsystem 18b to the vertical uprights 16 comprises a clamping arm 20b, a guard-rail spacer 42 and two clamping springs 22 with a reinforcement plate 40 each, all assembled as shown in Figures 3A and 3B and joined with 42 steel screws with domed cylindrical head with hexagonal socket according to ISO 7380, metric thread M16 and 40 mm in length, 44 flat washers according to ISO 7093 and 46 hexagonal nuts according to ISO 4032 and metric thread M16 .
  • Figure 5A shows the front elastomeric material band 32a, that is, it is closer to the road. This is made with a used tire granulometry with a fine grain size and a density of 1100 kg / m 3 . With this, it is achieved that its surface roughness is lower and that it has a friction coefficient as low as 0.3, that is, better sliding properties to allow the injured to slide on it and suffer impacts of less force.
  • a through hole 56a is defined to fasten the anterior elastomeric band 32a to the intermediate reinforcing plate band 34 by means of the screws 42, the washers 44 and nuts 46, as shown in Figures 2A, 2B, 3A, 3B and 4.
  • the anterior elastomeric material band 32a comprises in the flat area where the head of the injured person 48 impacts an area of greater thickness 33a destined to receive the impact of the victim's helmet or head.
  • the thickness of this zone 33a is 15 millimeters while the thickness of the rest of the flat area where the head of the injured 48 hits is 14 millimeters.
  • Figure 5C shows a portion of the rear elastomeric material band 32b, that is, which is further away from the road. This is made with coarser granulometry used tire pellets with a density of 920 kg / m 3 . With this it is achieved that its cost is lower than the previous band 32a, since it is not necessary that it have such a low coefficient of friction.
  • the posterior elastomeric material band 32b defines through holes 52b corresponding to the holes 52a of the anterior band 32a and which are for fastening the anterior 32a and posterior elastomeric bands 32b to the clamping springs 22 and the reinforcing plates 40.
  • Posterior elastomeric material 32b also defines a through hole 56b, corresponding to through hole 56a, for attaching the anterior 32a and posterior 32b elastomeric bands to the intermediate reinforcing plate band 34.
  • the rear elastomeric material band 32b also defines recesses 58a, 58b in front of which are located the holes 52a, 52b and 56a, 56b, respectively and which respectively house the plates 40 and springs 22 in the recesses 58a and the nuts 46 and lock washers 44 in recess 58b.
  • the posterior elastomeric material band 32b also comprises in the flat area where the head of the injured person 48 impacts an area of greater thickness 33b destined to receive the impact of the helmet or head of the victim.
  • the thickness of this zone 33b is 25 millimeters while the thickness of the posterior elastomeric material band 32b in the rest of the flat zone where the head of the injured person 48 impacts is 11 millimeters.
  • Figures 6A and 6B show the piece 60 in the shape of Fl that forms the clamping springs 22.
  • the piece 60 defines slots 62 in the arms 64 of the springs and in the joining area 66 of the springs 22 to give a great tolerance and facilitate their assembly to any existing rail guard system.
  • Each of the crossbows 22 has a C-shape in its plan view, with the arms 64 terminated in zones parallel 68 to the back 70 of the crossbow 22, which allow an adequate fixation of the protective elastomeric elements 12.
  • the zones 68 are attached to the back 70 of the crossbow 22 by means of sections that form an angle of 125 ° with the back 70 of the crossbow 22.
  • Figures 7A, 7B and 7C show perspective, profile and front views of the clamping arm 20b to the vertical posts 16.
  • This clamping arm 20b also defines slots 72 to increase mounting tolerances and that it can be mounted on any system. of guardrails.
  • the inclination of the lower projection 74 of the holding arm 20b with respect to the top 76 of the same is 15 or.
  • FIGS 8A, 8B and 8C show perspective, profile and front views of the clamping arm 20a to the guard-rail elements 14.
  • This clamping arm 20a also defines slots 78 to increase mounting tolerances and mountable on any guardrail system.
  • the inclination of the lower projection 80 of the clamping arm 20a with respect to the top 82 of the same is 15 or.
  • both clamping arms 20a, 20b is 100 mm, their lower projections 74, 80 measure 260 mm. And they are identical, while the tops of the same 76, 82 are different.
  • the upper part 82 of the arm 20a is completely flat and measures 240 mm and the upper part of the arm 20b has a crease 84 that is housed between a slot in the guard rail elements and the guard rail spacer 42, as shown. see in Figures 3A and 3B.
  • Figure 9A shows a front view and Figure 9B a profile view of a piece 90 of the perforated sheet metal strip of the protective elastomeric elements of the front guard-rail protective device.
  • Part 90 is made of 1mm thick S235 sheet steel.
  • Piece 90 includes protection against corrosion by hot galvanizing according to the UNE EN 1461 standard, that is, it has a layer of 70 Dm thick and 500 g / m 2 of zinc according to the UNE EN 1179 standard.
  • the piece defines several slots 92, 93 to facilitate its fastening to adjacent perforated sheet metal pieces and to reduce its weight without excessively sacrificing its mechanical strength.
  • the part 90 defines holes 94 that correspond to the through holes 52b of the posterior elastomeric material band 32b corresponding to the holes 52a of the anterior band 32a and which are for fastening the anterior 32a and posterior elastomeric bands 32b to the leaf springs. clamp 22 and the reinforcing plates 40.
  • the piece defines a hole 96 corresponding to the through hole 56b of the band of posterior elastomeric material 32b, corresponding to the through hole 56a of the anterior elastomeric material strip, to fasten the anterior 32a and posterior elastomeric strips 32b to the piece 90 of the intermediate reinforcing plate strip 34.
  • the part 90 is wider in the area where the mounting holes 94, 96 go because it is the area where the mechanical stresses are concentrated during impact.
  • the piece 90 defines elongated perforations 98 of rectangular shape in its narrowest area (other forms of perforations are equally possible). These perforations 98 are dimensioned so that the part 90 undergoes a controlled deformation in the event of an accident victim impacting it. The controlled deformation also serves to detect which parts have been hit in an accident and to be able to proceed with their replacement with new parts.
  • Piece 90 folds as shown in Figure 9B with a lower area 100 that serves to receive the impact of and protect the arms of the injured, and an upper area 110 that defines an M-shaped fold 112 in a vertical position. , configured to receive and cushion the impact of the head of the injured.
  • This vertical M-shaped fold 112 corresponds to the thickest areas of the anterior and posterior elastomeric material bands 32a, 32b.
  • Figure 10A is a graph depicting compression force
  • Figure 10B is a graph depicting tensile force
  • Figure 10C is a graph depicting antero-posterior shear force in the neck of a manikin during the test of impact according to the UNE 135-900 standard for impact by motorcyclists with a guard-rail protection device. The results shown correspond to a guard rail protection system according to the first aspect of the invention.
  • the graphs show how the magnitude of the forces obtained in the tests is below or very close to the Level I safety line of the UNE 135-900 standard, while the previous guard-rail protection systems with bands Elastomeric materials present levels of force much higher than level 2. Therefore, the guard-rail protection systems according to the first aspect of the invention mitigate the force of a first impact of a traffic accident victim against said elements. protective elastomerics because they have been configured for this purpose.

Landscapes

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

Abstract

L'invention concerne un dispositif de protection pour glissières de sécurité, destiné à la protection des motocyclistes accidentés, qui comprend des éléments élastomères protecteurs allongés appropriés pour couvrir l'espace entre le bord inférieur de la glissière de sécurité et le sol, occultant les montants verticaux de support ; et un système de support desdits éléments protecteurs qui permet leur fixation à la glissière de sécurité et à ses montants verticaux. Le dispositif comprend une première zone plane verticale, destinée au choc du motocycliste et une seconde zone plane inférieure, qui forme un angle obtu avec la première et dirigée vers l'intérieur de la chaussée, destinée à empêcher que les extrémités du motocycliste ne passent sous le dispositif protecteur. Des pneumatiques usagés peuvent être utilisés dans la fabrication du matériau élastomère.
PCT/ES2020/070515 2019-09-10 2020-08-15 Dispositif de protection pour glissières de sécurité WO2021048453A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ESU201931470 2019-09-10
ES201931470U ES1244854Y (es) 2019-09-10 2019-09-10 Dispositivo protector para guarda-railes

Publications (1)

Publication Number Publication Date
WO2021048453A1 true WO2021048453A1 (fr) 2021-03-18

Family

ID=70277656

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/ES2020/070515 WO2021048453A1 (fr) 2019-09-10 2020-08-15 Dispositif de protection pour glissières de sécurité

Country Status (2)

Country Link
ES (1) ES1244854Y (fr)
WO (1) WO2021048453A1 (fr)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES169356U (es) * 1970-05-29 1971-11-16 Arbed Acieries Reunies De Burbach-Eich-Dudelange Un dispositivo de elemento de defensa para carreteras.
FR2546932A1 (fr) * 1983-06-01 1984-12-07 Routier Equip Sa Systeme de protection de points durs pour voies de circulation routiere
ES1060699U (es) * 2005-07-06 2005-10-16 Hierros Y Aplanaciones, S.A. (Hiasa) Sistema metalico continuo para barreras de seguridad aplicable como proteccion para motociclistas compuesto por una pantalla metalica horizontal continua inferior sustentada en la barrera por medio de brazos metalicos dispuestos a intervalos regulares.
ES1069163U (es) * 2008-07-31 2009-02-16 Antonio Gonzalvez Piñera Dispositivo de seguridad para guardarrailes.
EP2053166A1 (fr) * 2007-10-24 2009-04-29 Certinex, S.L. Bande de protection pour chaussée
WO2010007191A1 (fr) * 2008-07-17 2010-01-21 Vial And Mold Tecnology, S.L. Élément modulaire de protection pour motocyclistes ou cyclistes
ES2393428T1 (es) * 2010-04-06 2012-12-21 Recuperación Materiales Diversos, S.A. Protector para vallas de seguridad en carretera contra impactos de motoristas

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES169356U (es) * 1970-05-29 1971-11-16 Arbed Acieries Reunies De Burbach-Eich-Dudelange Un dispositivo de elemento de defensa para carreteras.
FR2546932A1 (fr) * 1983-06-01 1984-12-07 Routier Equip Sa Systeme de protection de points durs pour voies de circulation routiere
ES1060699U (es) * 2005-07-06 2005-10-16 Hierros Y Aplanaciones, S.A. (Hiasa) Sistema metalico continuo para barreras de seguridad aplicable como proteccion para motociclistas compuesto por una pantalla metalica horizontal continua inferior sustentada en la barrera por medio de brazos metalicos dispuestos a intervalos regulares.
EP2053166A1 (fr) * 2007-10-24 2009-04-29 Certinex, S.L. Bande de protection pour chaussée
WO2010007191A1 (fr) * 2008-07-17 2010-01-21 Vial And Mold Tecnology, S.L. Élément modulaire de protection pour motocyclistes ou cyclistes
ES1069163U (es) * 2008-07-31 2009-02-16 Antonio Gonzalvez Piñera Dispositivo de seguridad para guardarrailes.
ES2393428T1 (es) * 2010-04-06 2012-12-21 Recuperación Materiales Diversos, S.A. Protector para vallas de seguridad en carretera contra impactos de motoristas

Also Published As

Publication number Publication date
ES1244854U (es) 2020-04-21
ES1244854Y (es) 2020-08-24

Similar Documents

Publication Publication Date Title
ES2202970T3 (es) Protector contra choques para autopistas y componentes del mismo.
US10041218B2 (en) Roadway barriers impact detection system
WO2007006827A2 (fr) Systeme metallique continu pour barrieres de securite a utiliser en tant que protection pour motocyclistes, compose d'un panneau metallique horizontal continu inferieur porte sur la barriere au moyen de deux bras metalliques disposes a intervalles reguliers
WO2005118958A1 (fr) Barriere de securite pour voies de circulation de vehicules
ES2288061B1 (es) Sistema elastico para proteccion de motociclistas en los sistemas de contencion de carreteras.
US20190234033A1 (en) Traffic protection barrier for roads
WO2021048453A1 (fr) Dispositif de protection pour glissières de sécurité
ES2332634B1 (es) Barrera de seguridad para proteccion vial.
WO2010018257A1 (fr) Dispositif de protection pour glissières de sécurité
WO2010049556A1 (fr) Dispositif amortisseur de chocs pour les motocyclistes, installé sur les barrières de sécurité
ES2794576T3 (es) Protección contra deslizamiento por debajo de una valla de seguridad viaria
US1867671A (en) Safety zone guard
ES2332642B2 (es) Sistema de seguridad vial para motoristas.
WO2002010517A1 (fr) Barriere anti-sortie et anti-collision
ES1295501U (es) Dispositivo protector de impactos en guardarrailes.
WO2012004445A1 (fr) Dispositif de protection contre les chocs de personnes sur les poteaux des glissières de sécurité routière
ES1067213U (es) Sistema de proteccion para guardarrailes.
ES2332550B1 (es) Proteccion guardarrail para accidente de moto.
ES2217898B1 (es) Guardarrail flexible.
ES1071670U (es) Dispositivo de seguridad para los postes guardarrailes.
ES2292372B1 (es) Dispositivo de proteccion de motociclistas.
ES2340907B2 (es) Nuevo sistema para proteccion de los guardarrailes utilizando para ello tela de hormigon, dotando a los guardarrailes ya existentes de unagran seguridad para motoristas y ciclistas.
ES2363144A1 (es) Valla quitamiedos esponjosa.
ES1072807U (es) Elemento flexible de proteccion para vallas quitamiedos.
ES2320968B2 (es) Barrera adaptable al guardarrail para la proteccion de motociclistas o ciclistas.

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 20862760

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 20862760

Country of ref document: EP

Kind code of ref document: A1