WO2025131237A1 - Section de glissière de sécurité à mécanisme de déplacement mobile, système de glissière de sécurité, aiguillage routier et procédé de déplacement de section de glissière de sécurité - Google Patents

Section de glissière de sécurité à mécanisme de déplacement mobile, système de glissière de sécurité, aiguillage routier et procédé de déplacement de section de glissière de sécurité Download PDF

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Publication number
WO2025131237A1
WO2025131237A1 PCT/EP2023/086420 EP2023086420W WO2025131237A1 WO 2025131237 A1 WO2025131237 A1 WO 2025131237A1 EP 2023086420 W EP2023086420 W EP 2023086420W WO 2025131237 A1 WO2025131237 A1 WO 2025131237A1
Authority
WO
WIPO (PCT)
Prior art keywords
chassis
guardrail
section
lifting device
articulated arm
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.)
Pending
Application number
PCT/EP2023/086420
Other languages
German (de)
English (en)
Inventor
Hermann Wenger
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.)
Wenger Projekte und Coaching
Original Assignee
Wenger Projekte und Coaching
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 Wenger Projekte und Coaching filed Critical Wenger Projekte und Coaching
Priority to PCT/EP2023/086420 priority Critical patent/WO2025131237A1/fr
Publication of WO2025131237A1 publication Critical patent/WO2025131237A1/fr
Anticipated expiration legal-status Critical
Pending legal-status Critical Current

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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
    • E01F15/006—Lane control by movable lane separating barriers, e.g. shiftable barriers, retractable kerbs ; Apparatus or barriers specially adapted therefor, e.g. wheeled barriers
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/08—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks

Definitions

  • Guardrail section with a movable chassis, guardrail system, road switch and method for moving a guardrail section
  • the present invention relates to a guardrail section with a movable chassis, a guardrail system comprising several adjustable guardrail segments, a road switch with at least one adjustable tongue and a method for moving a guardrail section.
  • Crash barriers also called protective barriers or guard rails
  • protective barriers are passive restraint systems on roads, usually made of steel. Their main purpose is to prevent vehicles, particularly cars or trucks, from leaving the carriageway. This protects areas outside the carriageway from vehicle impact, and can also prevent more serious effects on the vehicle caused by falling down slopes or collisions, for example with oncoming traffic or trees. Furthermore, the potential consequences of an accident are reduced by absorbing the vehicle's kinetic energy through the deformation of the crash barrier during an impact.
  • crash barrier systems Since the advent of motorized road traffic, permanently installed crash barrier systems have become particularly popular. However, mobile systems are now also widely used, particularly for securing construction sites. Such systems are subject to particular demands when used on high-capacity roads, where, due to the extremely high volume of traffic, a mobile crash barrier must be installed in a particularly short space of time. However, particularly on these high-capacity roads, special demands are also placed on the flexibility of crash barrier systems. There are, for example, pivoting, semi-mobile systems that can direct traffic onto one of two different lanes. In addition, there are also permanently installed locking systems, particularly for central barriers, which can be used to open a barrier on request and divert traffic onto the opposite lane.
  • EP 2 784 221 A1 describes a guardrail system with an extendable chassis device. This system makes it possible to move a guardrail section in its transverse direction. However, the guardrail section is unstable during the moving process. The absorption of forces in the event of a vehicle impact is therefore only possible to a limited extent.
  • EP 3 400 336 B1 also discloses a guardrail section that can be raised and moved, whereby the absorption and dissipation of forces in the event of a vehicle impact is only possible to a limited extent due to the design of the chassis.
  • Other guardrail systems are known from patents US 5,007,763 and DE 42 19 572 A1. It is the object of the invention to overcome the disadvantages of the prior art and in particular to create a guardrail section which can be raised and moved quickly.
  • a guardrail section with a movable chassis a guardrail system comprising several adjustable guardrail segments, a road switch with at least one adjustable tongue and by a method for moving a guardrail section according to the independent patent claims.
  • a guardrail section comprising a deflecting body which extends in particular in a longitudinal direction.
  • the guardrail section comprises a movable chassis.
  • the chassis can be moved between a standby position and a travel position. In the standby position, the chassis is retracted into a receptacle of the deflecting body. In a travel position, the chassis is extended from the receptacle such that the guardrail section can be moved on a base.
  • the base can be a section of road.
  • the chassis is connected to the deflecting body by a lifting device.
  • the chassis can be brought from the standby position into the travel position by the lifting device.
  • the chassis has at least one roller.
  • the chassis can have at least two rollers.
  • the chassis can comprise a traction motor.
  • the at least one roller or the at least two rollers can be driven by the traction motor.
  • the at least one roller has an extension along its rotational axis which is at least twice as large as the diameter of the roller.
  • the at least one roller can also have an extension along its rotational axis which is at least four times as large as the diameter diameter of the roller.
  • the at least one roller can also have an extension along its axis of rotation which is at least six times as large as the diameter of the roller.
  • a drive unit which operates the lifting device, can be formed in the guardrail section. It is possible for several lifting devices to be operated by one drive unit.
  • the deflector can be made of steel, for example.
  • the lifting device can lift the guardrail section by more than 10 cm, in particular more than 12 cm.
  • the mount it is possible for the mount to be located on the underside of the guardrail section if the guardrail section is properly positioned on a base. Then, when moving from the standby position to the travel position, the chassis moves from the mount, which is located on the underside of the guardrail section, out of the guardrail section. The lifting device then exerts a force on the base via the chassis, thus lifting the guardrail section.
  • the arrangement of at least one roller in the chassis allows the guardrail section to be moved along the chassis. Rollers have a large contact surface and can therefore absorb large forces. This ensures that the guardrail section is very robust and durable, despite its mobility with the rollers.
  • the rollers can be made of steel, for example. It is also possible for the rollers to be solid. This construction makes the rollers particularly robust and mechanically Extremely durable.
  • the rollers can be 60 cm to 80 cm long. This long length ensures low surface pressure from the rollers on the substrate, so that the substrate is not damaged by the surface pressure of the rollers.
  • the rotation axis of the roller or rollers is, in particular, essentially parallel to the longitudinal direction of the deflection body. Preferably, if there are multiple rollers, the rotational axis is coaxial.
  • the rollers can be made from multiple materials. For example, they can have a steel core and a rubber and/or EPDM coating.
  • the steel core of the rollers ensures their high stability.
  • the coating ensures that the guardrail section can be moved without slippage between the rollers and the base, as the rubber or EPDM coating ensures the rollers adhere to the base. Furthermore, the rubber prevents the steel core of the rollers from corroding. This makes the rollers extremely durable.
  • the coating can be made from ethylene propylene diene rubber (EPDM). It is possible for the coating to be made entirely from EPDM.
  • the roller can be made entirely from EPDM.
  • the EPDM that surrounds the coating or from which the coating or roller is made can be EPDM 50 or EPDM 60. It is possible that the EPDM has a hardness of grade "Shore A", with the hardness being measured at a temperature of 23°C.
  • the surface of the rollers may be profiled. This ensures that the rollers develop high friction or adhesion to the ground and that the guardrail section can be easily negotiated.
  • the rollers can For example, they can be mounted on an axle using ball bearings.
  • the rollers can also be mounted on an axle using needle bearings or tapered roller bearings. It is crucial that the rollers have bearings that are robust, resilient, and durable.
  • the drive motor can be an electric motor.
  • the rollers can be heated. This ensures that they remain mobile even in frosty conditions.
  • the rollers can have a rotation axis that is essentially parallel to the longitudinal direction of the deflector. The deflector can then be moved in a transverse direction.
  • the at least one roller can have an extension along its rotational axis that is at least twice the diameter of the roller. It is possible for the roller to have an extension along its rotational axis that is at least four times the diameter of the roller. It is possible for the at least one roller to have an extension along its rotational axis that is at least six times the diameter of the roller. It is possible for the rollers to have a diameter between 6 cm and 12 cm.
  • the aforementioned extension of the roller along its rotational axis ensures that the roller has a large contact area with the subgrade.
  • This large contact area provides the roller with sufficient friction to move the guardrail section.
  • the large contact area ensures that the surface pressure exerted by the roller on the subgrade is not too great. This allows the roller to gently apply the load of the guardrail section to the subgrade. A roller with such dimensions is therefore extremely gentle on the base and ensures that the guardrail section can be moved safely without causing any significant damage to the base.
  • rollers of the chassis it is possible for the rollers of the chassis to be identically designed. In this case, each chassis has only one type of roller. This makes it possible to replace the rollers at any time in the event of a defect, without having to keep multiple types of rollers in stock.
  • the lifting device can have a longitudinal axis in a direction of force action.
  • the deflecting body can have a longitudinal axis in a longitudinal direction.
  • the longitudinal axis of the lifting device can be arranged in an angular range of between 45° and 85° with respect to the longitudinal direction of the deflecting body.
  • the longitudinal axis of the lifting device can be arranged in an angular range of 60° to 80° with respect to the longitudinal direction of the deflecting body. It is also possible for the longitudinal axis of the lifting device to be arranged in an angular range of 65° to 75° with respect to the longitudinal direction of the deflecting body.
  • Such a guardrail section has the advantage that a lifting device with a large lifting height can be arranged in the guardrail section in a limited installation space.
  • the lifting device can be, for example, a pneumatic cylinder, a hydraulic cylinder or an electric cylinder.
  • the hydraulic cylinder can be operated with oil or water.
  • the hydraulic cylinder can be made essentially of steel.
  • the lifting device In the retracted state, the lifting device can have a length along its direction of force action of 25 cm to 120 cm. It is possible that the lifting device can have a length along its direction of force action of 30 cm to 80 cm. It is also possible for the lifting device to include several hydraulic cylinders, pneumatic cylinders, or electric cylinders.
  • the deflector can have a height between 50 cm and 90 cm. It is possible for the deflector to have a height of 60 cm.
  • the axis of rotation of the roller can be formed in the standby position and in the travel position substantially parallel to a longitudinal direction of the deflection body.
  • the deflection body can be moved in a transverse direction, while the rollers can absorb forces horizontally in the longitudinal direction of the deflection body.
  • the lifting device can be mounted rotatably on the deflector body.
  • the chassis can be used flexibly and the chassis can be placed on a base by rotation and then push the guardrail section away from the base without the lifting device transferring a torque to the guardrail section.
  • the direction of rotation of the lifting device can be in the longitudinal direction of the deflecting body.
  • the axis of rotation of the lifting device is arranged perpendicular to the longitudinal direction of the deflecting body.
  • the landing gear can be connected to the deflector by an articulated arm.
  • the articulated arm can be rotationally connected to the landing gear and the deflector.
  • the individual bars are essentially only subjected to a normal force and thus only to compressive or tensile loads. This allows both the lifting device and the articulated arm to be advantageously dimensioned.
  • a guardrail section is created that can be raised and lowered and is stable and robust in any condition.
  • the articulated arm can be made of steel. Steel is an extremely robust and durable material. It is also possible for the articulated arm to be made of other materials or to combine several materials. The key is that the articulated arm is stable and robust against external influences.
  • the chassis and the articulated arm can have a total length between 160 cm and 220 cm.
  • the articulated arm has a length between a landing gear joint and a deflection joint.
  • the landing gear joint connects the articulated arm to the landing gear.
  • the deflection joint connects the articulated arm to the deflection body.
  • the length of the articulated arm from the landing gear joint to the deflection joint can be between 110 cm and 170 cm, in particular between 120 cm and 160 cm.
  • the length of the articulated arm is formed from the axis of rotation of the landing gear joint to the axis of rotation of the deflection joint.
  • the length of the articulated arm can be at least 1.5 times the length of the lifting device.
  • the length of the lifting device is formed between its connection to the landing gear and its connection to the deflection body.
  • the articulated arm can be at least twice as long. as the lifting device.
  • the articulated arm can have a length that is at least 2.5 times the length of the lifting device.
  • the articulated arm and the lifting device By designing the articulated arm and the lifting device in this way, the articulated arm is arranged in such a way that it can absorb a high horizontal force component, while the lifting device is designed in such a way that it can lift the deflector as directly and therefore effectively as possible. This results in a mechanical interaction between the articulated arm and the lifting device.
  • the lifting device lifts the guardrail section at least partially vertically, while the articulated arm supports the lifting device and can absorb high horizontal forces in the event of a vehicle impact. The interaction between the lifting device and the articulated arm thus results in a stable and effective lifting and lowering process.
  • a guardrail system comprising a plurality of adjustable guardrail segments.
  • the plurality of guardrail systems are connected to one another at the end faces in a tensile-resistant manner.
  • At least one guardrail section as described above, is inserted between two adjustable guardrail segments. By means of the inserted guardrail section, at least one adjustable guardrail segment is designed to be liftable and movable.
  • a guardrail system is created which is advantageously liftable and movable.
  • the chassis and the lifting device of the guardrail section thus make it possible to lift and move a guardrail system, which consists of the guardrail section and at least one guardrail segment.
  • the advantages of the guardrail system correspond to Essentially the advantages of the guardrail section as previously described.
  • one guardrail segment can be connected to one guardrail section. It is also possible for two guardrail segments to be connected to one guardrail section.
  • one guardrail segment can be connected to a guardrail section which includes a tongue with a closure. The guardrail segment with the tongue and the closure can then be connected to and detached from another guardrail section by being raised or lowered by the guardrail section's lifting device. The interaction between the guardrail section and the guardrail segment thus makes it possible to mechanically connect or detach the guardrail system from other guardrails.
  • the object of the invention is further achieved by a road switch with at least one adjustable tongue.
  • the road switch can have two adjustable tongues.
  • the adjustable tongue comprises at least one guardrail section as described above.
  • the at least one tongue can be pivotally mounted in the horizontal direction about a substantially vertically oriented axis. Such an arrangement ensures that the tongue of the road switch can be pivoted horizontally and retracted into and connected to another guardrail system. Thus, when the road switch is closed, there are no protruding parts, and motor vehicles can be conveniently guided along the road switch.
  • One tongue can be designed to be flexible in the horizontal direction.
  • the individual guardrail sections can be flexibly connected.
  • the individual guardrail sections can be connected at the ends in a tensile-resistant manner.
  • the individual guardrail sections can also be designed to be form-fitting and/or force-fitting.
  • a guardrail section, a guardrail system, or a road switch can have multiple bogies.
  • the multiple bogies can be controlled sequentially or simultaneously. It is also possible for each bogie to be controlled individually.
  • guardrail systems Even long guardrail sections, guardrail systems or road switches with many elements can be raised, moved and lowered.
  • the object of the invention is further achieved by a method for displacing a guardrail section as described above.
  • the method comprises the following steps:
  • the chassis is raised or lowered into the standby position or the driving position by the lifting device.
  • the method has essentially the same advantages as a guardrail section as previously described.
  • Figure 1 A side view of a guardrail section with a lifting device in a standby position
  • Figure 2 A section of a guardrail section with an engine in a standby position
  • Figure 3 A side view of a guardrail section with a lifting device in a moving position
  • Figure 4 A section of a guardrail section with a
  • Figure 5 A view of a chassis with a lifting device and an articulated arm
  • Figure 6 A front view of a chassis with a lifting device
  • Figure 7 A side view of a chassis with a lifting device and an articulated arm
  • Figure 8 A top view of a chassis and an articulated arm
  • Figure 9 A view of a chassis with two rollers, an articulated arm and a lifting device.
  • Figure 1 shows a side view of a guardrail section
  • the guardrail section 1 has a deflection body 2.
  • the deflection body 2 has a longitudinal direction 17.
  • the two supports 26 are formed below the deflection body 2.
  • the deflection body 2 has a chassis 3.
  • a lifting device 4 is formed on the chassis 3.
  • the lifting device 4 is designed as a hydraulic cylinder.
  • the lifting device 4 has a longitudinal axis 7.
  • the longitudinal axis 7 of the lifting device 4 runs in the direction of force action of the lifting device 4.
  • the longitudinal axis 17 of the deflection body 2 and the longitudinal axis 7 of the lifting device 4 enclose an angle 42 of 66°.
  • the vertical 6 and the longitudinal axis 7 of the lifting device 4 enclose an angle 5 of 24 °.
  • the vertical 6 is thus arranged perpendicular to the longitudinal direction 17 of the deflection body 2.
  • the lifting device 4 is connected to the deflection body 2 by a lifting joint 18.
  • the lifting device 4 is rotationally connected to the deflection body 2 by the lifting joint 18.
  • the lifting device 4 has a length 24 of 30 cm.
  • the deflection body 2 also has an articulated arm 19.
  • the articulated arm 19 is connected to the deflection body 2 by a deflection joint 21.
  • the articulated arm 19 is connected to the chassis 3 via a chassis joint 20.
  • the articulated arm 19 has a length 25 of 120 cm from the axis of rotation 40 of the chassis joint to the axis of rotation 39 of the deflection joint.
  • the articulated arm 19 has a longitudinal axis 22. In the standby position, the longitudinal axis 22 and the longitudinal axis 17 of the deflector 2 form an angle 23 of 3°.
  • the supports 26 have a height 27 of 4 cm.
  • the deflector has a height 30 of 60 cm.
  • the deflector has a length 38 of 600 cm.
  • Figure 2 shows a section AA of a guardrail section 1 with a motor 9 in the standby position.
  • Figure 2 shows the section AA from Figure 1. In the section AA, the guardrail section 1 has a width 31 of 30 cm.
  • the section AA has a height 30 of 60 cm.
  • the guardrail section 1 has a deflection body 2.
  • a drive motor 9 is formed on the deflection body 2.
  • the drive motor 9 has a motor gear 11.
  • the deflection body 2 has two rollers 8.
  • the two rollers 8 are each equipped with a roller gear 12.
  • the two roller gears 12 and the motor gear 11 are operatively connected by a belt 13.
  • the motor gear 11 as well as the two roller gears 12 and the belt 13 form a gear 10 which operatively connects the motor with the two rollers.
  • FIG 3 shows a side view of a guardrail section 1 with a lifting device 4 similar to Figure 1.
  • the guardrail section 1 is in the travel position.
  • the chassis 3 In the travel position, the chassis 3 is lowered onto a base (not shown).
  • the two supports 26 essentially do not bear any load from other components.
  • the lifting device 4 presses the chassis 3 onto the base (not shown).
  • the lifting device 4 lifts the deflection body 2 of the guardrail section 1 against the force of gravity.
  • the deflection body 2 of the guardrail section 1 can be moved in a transverse direction.
  • the lower edge of the chassis 3 and the lower edge of the supports 26 have a vertical distance 28 of 12 cm.
  • the deflector 2 is lifted from the standby position to the travel position by the chassis 3 by a lifting height of 12 cm.
  • the lifting device 4 In the travel position, the lifting device 4 has a greater length 24 than in the standby position.
  • the length 24 of the lifting device 4 is 45 cm in the travel position.
  • the articulated arm 19 has a longitudinal axis 22.
  • the longitudinal axis 22 and the longitudinal axis 17 of the deflector body 2 form an angle 23 of 3° in the travel position.
  • the articulated arm 19 pivots from the standby position into the travel position, it therefore covers an angle of 6°.
  • the longitudinal axis 17 of the deflector body 2 and the longitudinal axis 7 of the lifting device 4 form an angle 42 of 72°.
  • the vertical 6 and the longitudinal axis 7 of the lifting device 4 form an angle 5 of 18°.
  • the lifting device therefore covers an angle of 6°.
  • Figure 4 shows a section of a guardrail section 1 with a motor 9 in the travel position.
  • This section is section BB of the deflector 2 from Figure 3.
  • Section BB from Figure 4 is designed analogously to section AA from Figure 2.
  • the rollers 8 are lowered onto the base (not shown) and the guardrail section 1 is raised into the travel position.
  • the guardrail section 1 has a height of 72 cm.
  • the guardrail section 1 is raised by 12 cm in the travel position compared to the standby position in Figure 2.
  • FIG. 5 shows a view of a chassis 3 with a lifting device 4 and an articulated arm 19.
  • the chassis 3 has two rollers (not shown).
  • the two rollers (not shown) each have a roller gear 12.
  • the two rollers (not shown) also each have a rotation axis 14.
  • the two roller gears 12 are operatively connected to the motor gear 11 by a belt 13.
  • the motor gear wheel 11 is connected to a traction motor 9 .
  • the two roller gears 12 as well as the motor gear 11 and the belt 13 form a gear 10 .
  • the lifting device 4 is connected to the chassis 3 via the chassis joint 20 .
  • the lifting device 4 has a longitudinal axis 7 .
  • the longitudinal axis 7 is arranged in the direction of force action of the lifting device 4 .
  • the lifting device 4 has a lifting joint 18 .
  • the lifting device 4 is rotationally connected to the deflection body (not shown) via the lifting joint 18 .
  • the articulated arm 19 is connected to the chassis joint 20 .
  • the articulated arm 19 has a longitudinal axis 22 .
  • the articulated arm 19 has a deflection joint 21, with which the articulated arm 19 is connected to the deflection body (not shown).
  • the articulated arm 19 is connected to the chassis 3 via the landing gear joint 20. From the rotation axis 39 of the deflection joint 21 to the rotation axis 40 of the landing gear joint 20, the articulated arm 19 has a length of 120 cm.
  • FIG 6 shows a front view of a chassis 3 with a lifting device 4 in the travel position.
  • the chassis 3 is designed analogously to the section BB in Figure 4.
  • a lifting device 4 is formed on the chassis 3.
  • the lifting device 4 is connected to the deflection body (not shown) via the lifting joint 18.
  • the two rollers 8 have a horizontal distance 34 of 14 cm.
  • the guardrail section 1 has a vertical height 32 of 72.4 cm.
  • the chassis 3 has a height 33 of 49.1 cm.
  • the lifting joint 18 has a rotation axis 41.
  • Figure 7 shows a side view of a chassis 3 with a lifting device 4 and an articulated arm 19 analogous to Figure 5 .
  • Figure 8 shows a top view of a chassis 3 with an articulated arm 19 similar to Figures 5 and 7.
  • the chassis 3 has a width 31 of 27.6 cm.
  • the deflection joint 21 has a width 37 of 30.8 cm.
  • Figure 9 shows a view of a chassis 3 with two rollers 8, an articulated arm 19, and a lifting device 4, similar to Figures 5, 7, and 8.
  • the two rollers 8 each have a rotation axis 14.
  • the rotation axes 14 are spaced 34 by 14 cm.
  • the rollers 8 have a diameter 8 of 8 cm.
  • the rotation axes 14 of the rollers 8 run parallel to the longitudinal axis 22 of the articulated arm 19.
  • the longitudinal axis 7 of the lifting device 4 and the vertical 6 enclose an angle 5 of 18°.

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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 section de glissière de sécurité (1) comprenant un corps de déviation (2) qui comporte un mécanisme de déplacement (3) mobile entre une position d'attente et une position de déplacement. Le mécanisme de déplacement mobile (3) peut être transféré d'une position d'attente à une position de déplacement par un dispositif de levage (4). Le dispositif de levage (4) présente un axe longitudinal (7) dans sa direction d'action de force. L'axe longitudinal (7) du dispositif de levage (4) est disposé à un angle dans la plage de 45° à 85° par rapport à la direction longitudinale (17) du corps de déviation (2). L'invention concerne également un système de glissière de sécurité comprenant une pluralité de segments de glissière réglables et une section de glissière de sécurité (1). L'invention concerne également un aiguillage routier comportant au moins une languette réglable, ainsi qu'un procédé de déplacement d'une section de glissière de sécurité.
PCT/EP2023/086420 2023-12-18 2023-12-18 Section de glissière de sécurité à mécanisme de déplacement mobile, système de glissière de sécurité, aiguillage routier et procédé de déplacement de section de glissière de sécurité Pending WO2025131237A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/EP2023/086420 WO2025131237A1 (fr) 2023-12-18 2023-12-18 Section de glissière de sécurité à mécanisme de déplacement mobile, système de glissière de sécurité, aiguillage routier et procédé de déplacement de section de glissière de sécurité

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2023/086420 WO2025131237A1 (fr) 2023-12-18 2023-12-18 Section de glissière de sécurité à mécanisme de déplacement mobile, système de glissière de sécurité, aiguillage routier et procédé de déplacement de section de glissière de sécurité

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WO2025131237A1 true WO2025131237A1 (fr) 2025-06-26

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5007763A (en) 1990-02-01 1991-04-16 Burgett William B Traffic barriers with built-in carriers
DE4219572A1 (de) 1992-06-15 1993-12-16 Sps Schutzplanken Gmbh Fahrwerk für eine Schutzplankeneinrichtung
EP2784221A1 (fr) 2013-03-27 2014-10-01 Kaufmann AG Dispositif de roulement pour systèmes de glissière de sécurité
EP3400336B1 (fr) 2016-01-05 2020-03-18 Wenger, Projekte und Coaching Segment de barrière de sécurité déplaçable
CN112081041A (zh) * 2020-08-18 2020-12-15 杭州瀚予科技有限公司 一种移动式的潮汐车道围栏
WO2022098239A1 (fr) * 2020-11-05 2022-05-12 Baggermaatschappij Boskalis B.V. Barrière de circulation, procédé d'utilisation d'une barrière et module barrière

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5007763A (en) 1990-02-01 1991-04-16 Burgett William B Traffic barriers with built-in carriers
DE4219572A1 (de) 1992-06-15 1993-12-16 Sps Schutzplanken Gmbh Fahrwerk für eine Schutzplankeneinrichtung
EP2784221A1 (fr) 2013-03-27 2014-10-01 Kaufmann AG Dispositif de roulement pour systèmes de glissière de sécurité
EP3400336B1 (fr) 2016-01-05 2020-03-18 Wenger, Projekte und Coaching Segment de barrière de sécurité déplaçable
CN112081041A (zh) * 2020-08-18 2020-12-15 杭州瀚予科技有限公司 一种移动式的潮汐车道围栏
WO2022098239A1 (fr) * 2020-11-05 2022-05-12 Baggermaatschappij Boskalis B.V. Barrière de circulation, procédé d'utilisation d'une barrière et module barrière

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