EP3795751B1 - Pare-chocs et dispositif de protection contre les objets - Google Patents

Pare-chocs et dispositif de protection contre les objets Download PDF

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Publication number
EP3795751B1
EP3795751B1 EP19198112.5A EP19198112A EP3795751B1 EP 3795751 B1 EP3795751 B1 EP 3795751B1 EP 19198112 A EP19198112 A EP 19198112A EP 3795751 B1 EP3795751 B1 EP 3795751B1
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EP
European Patent Office
Prior art keywords
deformation
profile strip
flank
impact absorber
strip
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP19198112.5A
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German (de)
English (en)
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EP3795751A1 (fr
Inventor
Ulrich Kaspar Siegfried MEISER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
STUDIENGESELLSCHAFT fur STAHLSCHUTZPLANKEN EV
Original Assignee
Studiengesellschaft Fuer Stahlschutzplanken EV
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Publication date
Application filed by Studiengesellschaft Fuer Stahlschutzplanken EV filed Critical Studiengesellschaft Fuer Stahlschutzplanken EV
Priority to EP19198112.5A priority Critical patent/EP3795751B1/fr
Priority to DE202020103520.7U priority patent/DE202020103520U1/de
Publication of EP3795751A1 publication Critical patent/EP3795751A1/fr
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Publication of EP3795751B1 publication Critical patent/EP3795751B1/fr
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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/14—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact specially adapted for local protection, e.g. for bridge piers, for traffic islands
    • E01F15/141—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 for column or post protection
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/14—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact specially adapted for local protection, e.g. for bridge piers, for traffic islands
    • E01F15/143—Protecting devices located at the ends of barriers

Definitions

  • the invention relates to an impact absorber, in particular for the beginning and / or end area of a protective device on traffic routes, according to the features in the preamble of claim 1 and a protective device on objects such as trees, pillars or masts with such an impact absorber.
  • the EP 1 186714 B1 includes a crash cushion in the form of a guide or end element for the start or end of a protective device for traffic routes to the state of the art.
  • the known construction has an outer shell which comprises an outer profile band facing the traffic route and an inner profile band facing away from the traffic route, the inner profile band having at least one fastening area for anchoring in the ground or for fastening to other parts of the protective device and between the outer one and at least one deformation region is formed on the inner profile band, which has deformable damping elements.
  • the deformation area contains a plastic insulating material which is introduced in the form of plastic foam segments between the inner profile band and the outer profile band.
  • Such impact absorbers are used individually or coupled with one another or as part of a protective device or a vehicle restraint system in the area of objects or obstacles such as trees, bridge pillars, signposts along traffic routes.
  • the DE 25 05 262 A1 discloses a crash cushion for curved sections of guardrails with an at least partially curved spar supported by posts.
  • the insides of the spar are connected to one another by at least one corrugated strip or sheet metal sheet.
  • a reusable energy-absorbing impact damper with module parts made of plastic is disclosed in US Pat US 2010/0296864 A1 or the EP 2 118 380 B1 .
  • the one from the DE 36 35 990 C1 known impact absorber discloses deformation elements with a honeycomb structure.
  • the invention is based on the object of creating a rational impact damper that is improved in terms of component technology and damping capacity, and of providing a protective device that is improved in terms of use.
  • Claim 1 shows the solution to the part of the problem relating to the impact damper.
  • a protective device according to the invention with at least one impact absorber designed according to the invention is the subject matter of claim 9.
  • Advantageous embodiments and developments of the invention are the subject matter of the dependent claims.
  • the impact damper is used in particular at the start and / or end of a protective device on traffic routes.
  • the impact damper has an outer profile band facing a traffic route and an inner profile band facing away from the traffic route, as well as at least one deformation module with integrated deformation elements.
  • the deformation module has an outer band which has an outer leg, an arched leg and an inner leg.
  • the outer band is configured in a U-shape.
  • the outer leg goes over the arched leg into the inner leg.
  • the outer profile band is connected to the outer leg and the inner profile band is connected to the inner leg.
  • the outer band delimits a deformation zone in which the deformation elements are arranged.
  • the deformation elements are honeycomb-shaped, that is, they have a honeycomb structure.
  • the deformation zone is made up of honeycomb deformation elements and completely fills the area enclosed by the outer band, at least for the most part.
  • the deformation elements adjoining the outer band on the inside are joined to the outer band. This takes place via the webs of the deformation elements adjoining the outer band.
  • the joining takes place in particular in a materially bonded manner, particularly preferably by welding.
  • the impact damper according to the invention has a high absorption capacity for impact energy, in particular in the event of a collision with a vehicle.
  • the deformation module is plastically deformed.
  • the interaction of the outer band with the honeycomb deformation elements results in a folding process and / or a shifting process of the components.
  • the honeycomb deformation elements are compressed.
  • the deformation module is pushed together and the impact energy is efficient degraded, the impact resistance increasing with increasing deformation of the deformation module.
  • an impacting vehicle is braked stably and returned in the direction of the roadway.
  • a direct impact on an object protected by the impact absorber is prevented.
  • the crash cushion can be flexibly adapted to different topographical situations.
  • the impact damper can be installed in the area of trees, bridge or building pillars or power and sign masts. In this case, an impact absorber according to the invention can advantageously be combined with a protective device made up of crash barriers.
  • the outer profile band and the inner profile band are made up of crash barriers. Transitions are made using special pieces, in particular special pieces with kinked legs.
  • the outer band of the deformation module has an outer leg, an arched leg and an inner leg.
  • the outer band is bent from a flat sheet of steel.
  • the outer band preferably has legs which are beveled inwards, that is to say in the direction of the deformation zone. On the one hand, this increases the rigidity of the outer band. Sharp-edged longitudinal edges can also be avoided in this way.
  • the deformation module widens at the front or impact-side end compared to its central section or its rear end.
  • the deformation module at the arched section can be 2 to 4 times wider than in the area of a central length section or its rear end section.
  • Further deformation bodies can be integrated into the impact damper. These are connected downstream of the deformation module. Further deformation bodies can be permanently installed between the outer profile band and the inner profile band. In addition, deformation bodies can be connected to one another and attached to a profile strip at least on one side.
  • the deformation elements have a honeycomb structure.
  • a honeycomb-shaped deformation element is particularly advantageously formed from two angle profiles made of steel that are inserted into one another.
  • Such a honeycomb deformation element has a hexagonal cavity.
  • the angle profiles have recesses or slots, so that two angle profiles plugged into one another form a honeycomb.
  • This structure is inexpensive and has a high absorption or damping capacity for impact energy.
  • the angle profiles can be fixed to one another, preferably by means of a material bond by means of welding. This can also be done selectively or in areas.
  • the honeycomb structure of the deformation elements contributes to an effective reduction of impact energy. In the event of an impact, the angle profiles fold into one another or spread apart so that their side walls lie against one another.
  • the invention provides that a support is provided which is connected to the deformation module and is displaceably supported on the floor.
  • the support stabilizes the deformation module.
  • the support at least partially absorbs the weight of the deformation module. This also counteracts a top-heaviness of the impact absorber due to the deformation module.
  • the support is supported on the ground.
  • the support is such that the support can move together with the deformation module without significant resistance in the event of an impact.
  • the support can stand up on the floor with a friction fit.
  • a flying support The support can also engage in the ground, but in such a way that, in the event of a deformation of the deformation module, the support slides out of a holder on the ground without resistance or with little resistance.
  • the support is mounted on a deformation element.
  • the support has an upper end and is connected to a deformation element in the area of the upper end. This can preferably be done by means of screw connection elements, but also materially.
  • the deformation zone of the deformation module is delimited by a rear wall at its rear end facing away from the arch leg.
  • the rear wall closes the deformation zone on rear end, so on the back of the deformation module.
  • the rear wall extends between the outer leg and the inner leg of the deformation module.
  • the rear wall extends in a vertical orientation at an angle obliquely between the outer legs and the inner leg.
  • the outer leg is longer than the inner leg.
  • the rear wall extends from the free end of the outer leg to the inner leg.
  • An angle between 30 ° and 60 ° is preferably provided between the outer leg and the rear wall. In particular, the angle is in the range of approximately 45 °.
  • the deformation elements fill the deformation zone within the deformation module. Bars of deformation elements that adjoin the rear wall are joined to the rear wall. This also takes place in particular in a materially bonded manner, preferably by means of welding.
  • the rear wall is inclined in such a way that the impact forces introduced into the deformation module are directed over the rear wall in the direction of the outer profile strip facing the traffic route. As a result, a vehicle is guided along the impact absorber and the driveway during the deceleration process. A blockage can be counteracted in this way.
  • the embodiment according to the invention also provides that a desired deformation point is provided in the rear wall.
  • the desired deformation point contributes to a facilitated deformation process of the rear wall in the event of a collision with a vehicle.
  • the desired deformation point can be implemented by a special structure, shape or construction in the rear wall, for example by a material taper, a notch or also a perforation, preferably by a recess or a hole.
  • the impact damper preferably has a first length section and a second length section.
  • the outer profile band and the inner profile band run parallel to one another.
  • the first section of the length outer profile band and the inner profile band only a comparatively small distance from one another. Further deformation bodies can be integrated at this distance.
  • the outer leg runs in a straight line in the longitudinal extension of the outer profile strip up to the arch leg.
  • the inner profile band runs at an angle away from the outer profile band to the inner leg, at the end of which the inner profile band is connected.
  • the inner profile strip preferably has a transition plank with a bent leg.
  • This transition plank is a special plank that bridges the transition between the inner profile band and the end of the inner leg of the outer band that is directed further away from the travel path.
  • Both the outer profile band and the inner profile band are preferably formed from juxtaposed crash barriers.
  • the outer profile band and the inner profile band have a length adapted to the respective object to be protected.
  • a connection to a conventional vehicle restraint system can also be made via the outer and inner profile strips.
  • the first length section in which the outer profile band and the inner profile band run parallel to each other, is designed in a length appropriate to the object.
  • deformation bodies can be incorporated between the outer profile band and the inner profile band.
  • Such deformation bodies can be, for example, pipe sections made of metal. These are attached directly or indirectly to at least one profile strip.
  • One embodiment of the impact absorber according to the invention provides that an underrun protection is arranged at least in some areas below the outer profile strip.
  • the underrun protection consists of juxtaposed crash barriers or aprons and is configured to match the contour and course of the outer profile band and the outer band of the deformation module.
  • the impact damper according to the invention is used as a protective device on objects.
  • Objects are all fixed potential obstacles along a traffic route, such as pillars, masts and the like including trees.
  • the Impact absorber is also used in particular as an initial or final structure on vehicle restraint systems, in particular in the area where the junction is on roads, paths or driveways, as well as interruptions within a vehicle restraint system.
  • a protective device has at least one impact damper according to the invention.
  • Such a protective device is particularly suitable for locations with cramped conditions and is characterized by its flexibility, performance and high damping capacity.
  • the impact energy is absorbed and broken down by the deformation module.
  • deformation bodies placed behind the deformation module increase the damping capacity and behavior.
  • the impact absorber is connected to a protective device via interfaces that have been adapted in terms of configuration or design.
  • An advantageous embodiment which is intended in particular for use on individual obstacles, consists of two impact absorbers which are arranged opposite one another and coupled to one another.
  • connecting components can be integrated between the impact absorbers, which in turn are also equipped with deformation bodies.
  • an impact damper according to the invention is provided in particular for the start and / or end area of a protective device on traffic routes.
  • the ends of the outer profile band and the inner profile band facing away from the deformation module are designed for connection to a conventional vehicle restraint system. This is done via the connection to the outer profile strip.
  • the end of the inner profile band is closed by a head piece.
  • the head piece is configured in a U-shape. With one leg, the head piece is fixed at the end on the outside of the inner profile band. The other leg protrudes inward between the inner profile band and the outer profile band.
  • the impact damper 1 has a front starting area 2 and a rear end area 3 and is used as a protective device on stationary obstacles along a traffic route 4 for use.
  • a direction of travel is indicated by the arrow FR.
  • the impact damper 1 has an outer profile band 5 facing the traffic route 4 and an inner profile band 6 facing away from the traffic route 4.
  • a deformation module 7 with integrated deformation elements 8 is arranged at the front starting area 2.
  • the deformation module 7 has an outer band 9 made of sheet steel.
  • the outer band 9 has a straight outer leg 10 facing the traffic route 4, a front curved leg 11 and an inner leg 13 extending on the side 12 facing away from the traffic route 4.
  • the outer profile band 5 and the inner profile band 6 are formed from protective barriers 14, 15 made of steel .
  • the outer profile band 5 is connected to the outer leg 10 of the outer band 9.
  • the inner profile band 6 is connected to the inner leg 13.
  • the outer band 9 has on its upper longitudinal edge 16 and on its lower longitudinal edge 17 in each case a bent leg 18, 19 directed inwardly in the direction of the deformation elements 8.
  • the inner profile band 6 is fixed at free ends 20 of posts 22 anchored in the floor 21.
  • the posts 22 are C-posts which are rammed into the ground 21.
  • the impact damper 1 has a first length section L1 and a second length section L2.
  • the outer profile band 5 and the inner profile band 6 run parallel to one another.
  • Deformation bodies 23 are incorporated between the guardrails 14, 15 of the outer profile band 5 and the inner profile band 6. These are pipe sections made of steel. These are attached to the guardrails 14 of the outer profile band 5 and to the guardrails 15 of the inner profile band 6 via holders 48.
  • the outer profile strip 5 runs in a straight line up to the outer leg 10 of the deformation module 7 and is connected there to the end 24 of the outer leg 10.
  • the inner profile strip 6 extends over a transition plank 25 with a bent leg 26 as far as the inner end 27 of the inner leg 13.
  • the second length section L2 widens towards the inner leg 13 or curved leg 11.
  • a deformation body 23 in the form of a pipe section made of steel is also incorporated between the outer profile band 5 or the protective barrier 14 and the transition plank 25 of the inner profile band 6.
  • the deformation body 23 in the length section L2 has a larger diameter than the deformation body 23 in the length section L1.
  • the diameter of the deformation body 23 in the length section L2 is matched to the distance between the outer profile band 5 and the transition plank 25.
  • the outer band 9 of the deformation module 7 delimits a deformation zone 28 in which the deformation elements 8 are arranged.
  • the deformation elements 8 have a honeycomb structure.
  • the deformation elements 8 adjoining the outer band 9 on the inside are materially welded to the outer band 9. This takes place via the webs 29 of the deformation elements 8, which contact the outer band 9.
  • the honeycomb structure of the deformation elements 8 is configured here to match the inner contour of the outer band 9.
  • the deformation module 7 comprises a multiplicity of deformation elements 8 which are arranged in the deformation zone 28.
  • the deformation elements 8 have a honeycomb structure and have a hexagonal cross section.
  • a honeycomb deformation element 8 is composed of two angle profiles 30.
  • An angle profile 30 is in the Figures 13 to 17 shown in different views. Each angle profile 30 is bent from flat steel and provided with slots 31, 32 in the edge 33 and in the area of the front free ends of its legs 34.
  • the angle profiles 30 are nested in one another and added to the honeycomb structure of the deformation elements 8 in the deformation module 7.
  • the deformation elements 8 or the angle profiles 30 are held in a form-fitting and frictional connection and joined together with one another.
  • the deformation elements 8 adjoining the outer band 9 or the webs 29 of the angle profiles 30 are welded to the outer band 9.
  • the deformation module 7 is frictionally and displaceably supported on the floor 21 via a support 35.
  • the support 35 has an upper end 36 and is in Area of the upper end 36 is connected to a deformation element 8. This takes place via screw connection means 37.
  • the support 35 comprises a C-shaped post 38 and a base plate 39.
  • the support 35 carries the weight of the deformation module 7.
  • the support 35 is supported on the floor 21 in such a way that it is displaced together with the deformation module 7 or the deformation elements 8 in the event of an impact.
  • the deformation zone 28 is delimited at its rear end 40 facing away from the arched leg 11 by a rear wall 41.
  • the rear wall 41 is formed by a steel plate.
  • the rear wall 41 extends in a vertical orientation at an angle ⁇ obliquely between the outer leg 10 and the inner leg 13.
  • a desired deformation point 42 in the form of a vertically oriented elongated hole is provided (see FIG Figures 6 and 7 ).
  • the desired deformation point 42 supports a defined deformation process in the rear wall 41 in the event of an impact.
  • the deformation elements 8 adjoining the rear wall 41 are joined to the rear wall 41. This takes place via webs 29 of the deformation elements 8, which contact the rear wall 41. The joining is done by welding.
  • the end area 3 of the impact absorber 1 is designed for connection to a vehicle restraint system. In this case, the connection takes place via an interface at the end 43 of the outer profile band 5.
  • the inner profile band 6 is terminated by a U-shaped curved head piece 44.
  • the head piece 44 is fastened by a leg 45 to the end 46 of the inner profile band 6.
  • the other leg 47 of the U-shaped head piece 44 protrudes between the inner profile band 6 and the outer profile band 5.
  • the crash cushion 1A corresponds to the basic structure of the impact damper 1. Corresponding components or component parts are provided with the same reference numerals. A repeated explanation is dispensed with.
  • the impact damper 1A has two superposed outer profile strips 5 and inner profile strips 6 as well as a deformation module 7, which has two outer bands 9 arranged one above the other, each with outer legs 10, curved legs 11 and inner legs 13. In the manner described above, the outer bands 9 delimit a deformation zone 28 in which the honeycomb deformation elements 8 are integrated and joined.
  • a protective device as in the Figures 10 to 12 shown, has two impact absorbers 1B arranged opposite to one another.
  • the basic structure of the impact absorber 1B corresponds to the impact absorber 1.
  • the protective device is particularly suitable for protecting individual obstacles.
  • the impact damper 1B has an outer profile band 5 facing a traffic route 4 and an inner profile band 6 facing away from the traffic route 4.
  • a deformation module 7 is provided at both ends.
  • the outer profile band 5 and the inner profile band 6 are each connected to the outer legs 10 and inner legs 13 of the deformation modules 7.
  • the structural design corresponds to the impact damper 1. It can be seen that the first longitudinal section L1, in which the outer profile band 5 and the inner profile band 6 run parallel to one another, is made comparatively short.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Vibration Dampers (AREA)

Claims (10)

  1. Parechocs notamment pour une zone d'entrée et/ou de sortie (2, 3) d'une installation de protection de voie de circulation (4), ayant une bande profilée extérieure (5) tournée vers la voie de circulation (4), une bande profilée intérieure (6) non tournée vers la voie de circulation (4) et au moins un module déformable (7) avec des éléments déformables intégrés (8),
    le module déformable (7) ayant une bande extérieure (9) composée d'une branche extérieure (10), d'une branche recourbée (11) et d'une branche intérieure (13), la bande profilée extérieure (5) étant reliée à la branche extérieure (10) et la bande profilée intérieure (6), raccordée à la branche intérieure (13),
    - la bande extérieure (9) délimite une zone déformable (28) dans laquelle se trouvent les éléments déformables (8) qui ont une structure en nids d'abeille,
    - des entretoises (29) étant associées à la bande extérieure (9) par les éléments déformables (8) adjacents à la bande extérieure (9), caractérisé en ce que
    un appui (35) est relié au module déformable (7) et s'appuie de manière mobile au sol (21),
    l'appui (35) ayant une extrémité supérieure (36) et dans la zone de l'extrémité supérieure (36) il est relié à un élément déformable (8), la zone déformable (28) étant délimitée par une paroi arrière (41) à son extrémité arrière (40) non tournée vers la branche recourbée (11),
    la paroi arrière (41) orientée verticalement faisant un angle (a) incliné entre la branche extérieure (10) et la branche intérieure (13) et la paroi arrière (41) comporte une zone de déformation de consigne (42).
  2. Parechocs selon la revendication 1,
    caractérisé en ce que
    un élément déformable en nids d'abeille (8) est formé de deux profilés angulaires (30) engagés l'un dans l'autre.
  3. Parechocs selon la revendication 1 ou 2,
    caractérisé en ce que
    les entretoises (29) sont assemblées à la paroi arrière (41) par des éléments déformables (8) adjacents à la paroi arrière (41).
  4. Parechocs selon l'une des revendications 1 à 3,
    caractérisé en ce que
    - le parechocs (1, 1A, 1B) a un premier segment longitudinal (L1) et un second segment longitudinal (L2),
    - la bande profilée extérieure (5) et la bande profilée intérieure (6) se rejoignent parallèles dans le premier segment longitudinal (L1) et,
    - la branche extérieure (10) est droite selon l'extension longitudinale de la bande profilée extérieure (5) dans le second segment longitudinal (L2) et la bande profilée intérieure (6) s'écarte de la bande profilée extérieure (5) jusqu'à la branche intérieure (13).
  5. Parechocs selon l'une des revendications 1 à 4,
    caractérisé en ce que
    la bande profilée intérieure (6) a un pan de transition (25) avec une branche (26) déviée.
  6. Parechocs selon l'une des revendications 1 à 5,
    caractérisé en ce que
    la bande profilée extérieure (5) et la bande profilée intérieure (6) sont formées de panneaux de protection (14, 15) appliqués l'un contre l'autre.
  7. Parechocs selon l'une des revendications 1 à 6,
    caractérisé en ce que
    un organe déformable (23) est intégré entre la bande profilée extérieure (5) et la bande profilée intérieure (6).
  8. Parechocs selon l'une des revendications 1 à 7,
    caractérisé en ce que
    une protection de passage par en dessous est prévue, au moins par zones, sous la bande profilée extérieure (5) et la bande extérieure (9).
  9. Installation de protection d'objets tels que des arbres, des poteaux ou des mâts avec au moins un parechocs (1, 1A, 1B) selon l'une des revendications 1 à 8.
  10. Installation de protection selon la revendication 9,
    caractérisée en ce que
    deux parechocs (1B) sont associés l'un contre l'autre en étant couplés l'un à l'autre.
EP19198112.5A 2019-09-18 2019-09-18 Pare-chocs et dispositif de protection contre les objets Active EP3795751B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP19198112.5A EP3795751B1 (fr) 2019-09-18 2019-09-18 Pare-chocs et dispositif de protection contre les objets
DE202020103520.7U DE202020103520U1 (de) 2019-09-18 2020-06-18 Anpralldämpfer und Schutzeinrichtung an Objekten

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP19198112.5A EP3795751B1 (fr) 2019-09-18 2019-09-18 Pare-chocs et dispositif de protection contre les objets

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EP3795751A1 EP3795751A1 (fr) 2021-03-24
EP3795751B1 true EP3795751B1 (fr) 2021-10-27

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DE (1) DE202020103520U1 (fr)

Cited By (1)

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US20210388565A1 (en) * 2015-12-09 2021-12-16 Ohio University Guardrail terminal barrier

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Publication number Priority date Publication date Assignee Title
CN115012339A (zh) * 2021-03-04 2022-09-06 北京华路安交通科技有限公司 一种道路障碍物防护装置
DE102021112502A1 (de) 2021-05-12 2022-11-17 Meiser Straßenausstattung GmbH Schutzeinrichtung für Einmündungsbereiche von Verkehrswegen
GB2637526A (en) * 2024-01-25 2025-07-30 Hill & Smith Infrastructure Ltd Terminal for a road barrier

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DE202009013582U1 (de) 2009-10-08 2009-12-17 Sps Schutzplanken Gmbh Anpralldämpfer mit dynamischer Auffangvorrichtung

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20210388565A1 (en) * 2015-12-09 2021-12-16 Ohio University Guardrail terminal barrier
US11913182B2 (en) * 2015-12-09 2024-02-27 Ohio University Guardrail terminal barrier

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