Note: Descriptions are shown in the official language in which they were submitted.
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FLEXIBLE TENSIONED CRASH BARRIER
The present invention relates to a flexible tensioned crash barrier. More
particularly but not exclusively it relates to a crash barrier for roadside
use that utilises a
flexible strap under tension that has a planar surface facing the road.
BACKGROUND
Flexible tensioned wire rope barriers have been used for many years as an
economical solution for road safety. They are typically used on the side of,
or in between,
lanes of a road. If an errant vehicle impacts the barrier, the flexible wire
ropes may be able
to redirect the errant vehicle back towards the lane it came from. For car and
truck
occupants, this solution has reduced the risk of injury from an accidental
collision with
oncoming traffic, as well as from any vehicle leaving the roadway. These
traditional wire
rope barriers utilise an upright post which is configured to disengage or
break near the
ground so that the vehicle does not roll when it hits or impacts the upright.
The wire ropes
may be able to become disengaged from the upright upon impact of a vehicle to
the
crash barrier.
The upright is designed to bend upon vehicle impact and release the flexible
barrier; typically, this allows the wire ropes to deflect by 1-2 metres during
the process of
redirecting the errant vehicle. Flexible barriers typically have the benefit
of redirecting or
absorbing energy from the errant vehicle.
Other variations of crash barriers are available, such as rigid and semi-rigid
crash
barriers. However, rigid and semi-rigid crash barriers may be more expensive
to install and
manufacture compared to flexible crash barriers. Rigid and semi-rigid crash
barriers may
have the benefit of redirecting vehicles quicker, for example, if there is a
cliff behind the
barrier then it is not desired for the crash barrier to deflect over the
cliff.
In some instances, such as during high-speed high-impact collisions, portions
of
road barriers have been known to gradually penetrate or slice into the body of
an
impacting vehicle during its movement along the barrier. This gradual increase
in
penetration into the body of the vehicle can cause critical damage to the
vehicle, further
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reducing occupant safety, and may even cause penetration into occupant
interior spaces
of the vehicle, potentially causing direct injury to the occupants themselves.
This is
especially evident in employment of wire rope barriers or other thin-barrier
members
where the low cross-sectional area of the wire rope in tension may create a
high-pressure
slicing action through the body of the vehicle.
In this specification, where reference has been made to external sources of
information, including patent specifications and other documents, this is
generally for the
purpose of providing a context for discussing the features of the present
invention. Unless
stated otherwise, reference to such sources of information is not to be
construed, in any
jurisdiction, as an admission that such sources of information are prior art
or form part of
the common general knowledge in the art.
For the purposes of this specification, the term "plastic" shall be construed
to
mean a general term for a wide range of synthetic or semisynthetic
polymerization
products, and generally consisting of a hydrocarbon-based polymer.
It is an object of the present invention to provide a flexible tensioned crash
barrier which overcomes or at least partially ameliorates some of the above
mentioned
disadvantages or which at least provides the public with a useful choice.
STATEMENTS OF INVENTION
Accordingly, in a first aspect the present invention relates to a crash
barrier
adjacent the carriage way of a road configured for deflecting an errant
vehicle that
impacts the crash barrier, the crash barrier comprising:
at least one elongate tensioned flexible strap comprising a planar face facing
the
carriage way in use and at least one retainer operatively connecting the strap
to a
supporting arrangement that is configured to support the retainer and strap at
a height
.. above the ground in use pre vehicle impact, wherein the retainer is
configured to release
from the supporting arrangement during or after impact from an errant vehicle
on the
barrier and remain movably connected to the strap such that the retainer is
free to move
along a length of the strap together with a contacting surface of the errant
vehicle.
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In a second aspect the present invention relates to a crash barrier adjacent
the
carriage way of a road configured for deflecting an errant vehicle that
impacts the crash
barrier, the crash barrier comprising:
(i) at least one elongate tensioned flexible strap extending along the
carriage
way and comprising a planar face facing the carriage way, and
(ii) a plurality of support arrangements supported by and projecting above
ground adjacent the carriage way and spaced apart from each other in a
direction extending along the carriage way,
(iii) at each support arrangement, a least one retainer captive to said
strap
and able to slide along the strap, operatively connected to a respective
support arrangement pre-vehicle impact to support the strap at a height
above the ground,
wherein the retainer and respective support arrangement are configured to
release from each other during or after impact from an errant vehicle on the
strap and by
virtue of the strap able to slide along the strap the strap is free to move
along a length of
the strap together with a contacting surface of the errant vehicle.
In a further aspect the present invention relates to a crash barrier adjacent
the
carriage way of a road configured for deflecting an errant vehicle that
impacts the crash
barrier, the crash barrier comprising:
(i) at least one elongate tensioned flexible strap extending along the
carriage
way and comprising a planar face facing the carriage way, and
(ii) a support arrangement supported by and projecting above ground
adjacent the carriage way and extending along the carriage way,
(iii) a plurality of retainers supported as an array extending along the
carriage
way by the support arrangement, captive to said strap and able to slide
along the strap, operatively connected to a respective support
arrangement pre-vehicle impact to support the strap at a height above
the ground,
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wherein the retainer and respective support arrangement are configured to
release from each other during or after impact from an errant vehicle on the
strap and by
virtue of the strap able to slide along the strap the strap is free to move
along a length of
the strap together with a contacting surface of the errant vehicle
In one embodiment, the movement of a released retainer along the length of the
strap together with the impacting vehicle provides a protective sheath between
the
contacting surface of the vehicle and said strap.
In one embodiment, the barrier comprises a plurality of retainers and
plurality of
corresponding supporting arrangements along a length thereof.
In one embodiment, each retainer of at least some of the plurality of
retainers is
successively collected by an impacting vehicle as it moves along a length of
the barrier so
as to provide a protective sheath between the contacting surface of the
vehicle and said
strap.
In one embodiment, the impacting vehicle continues to collect successive
retainers of at least some of the plurality of retainers as it moves along
said barrier the
vehicle is deflected away therefrom and/or the vehicle's movement is
substantially
arrested.
In one embodiment, the protective sheath so formed during impact of the errant
vehicle substantially inhibits at least some penetration of the straps into
the contacting
surface of the vehicle.
In one embodiment, the sliding of a retainer released from its support
arrangement along the strap together with the impacting vehicle provides a
protective
zone between the contacting surface of the vehicle and said strap.
In one embodiment, the sliding of a retainer released from its support
arrangement along the strap together with the impacting vehicle reduces the
sawing
action of the strap on a contacting surface of the vehicle.
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In one embodiment, one retainer is provided for each corresponding supporting
arrangement.
In one embodiment, each retainer of at least some of the plurality of
retainers of
the barrier is successively collected by an impacting vehicle as it moves
along a length of
the strap so as to provide a protective sheath at the contacting surface of
the vehicle and
said strap.
In one embodiment, the impacting vehicle continues to collect successive
retainers of at least some of the plurality of retainers as it moves along
said strap until the
vehicle is deflected away from the strap and/or the vehicle's movement is
substantially
arrested.
In one embodiment, the or each retainer collected by said vehicle during
impact
of the errant vehicle substantially inhibits at least some penetration of the
straps into the
vehicle at the contacting surface.
In one embodiment, a connection between the retainer and the support
arrangement or portion thereof is configured as a weak point to allow
disconnection
therefrom at a threshold force or in a predetermined direction of relative
movement of the
retainer with its support arrangement.
In one embodiment, a connection between the retainer and the support
arrangement or portion thereof is configured as a weak point to allow
disconnection
therefrom at a threshold force vector to initiate relative movement of the
retainer with its
support arrangement.
In one embodiment, the supporting arrangement comprises a mount to which
the retainer is releasably connected, and an upright to which the mount is
releasably
connected, the retainer being configured to release from the mount and/or the
mount
being configured to release from the upright, upon said impact from the errant
vehicle.
Preferably the retainer is held captive to said strap by a slot through said
retainer
through which the strap passes.
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Preferably the slot is of a shape and configuration to snugly hold the
retainer
captive to said strap.
Preferably the slot is an elongate slot.
Preferably said slot is defined by lateral side plates and upper and lower
slot sides
that retain the strap to said retainer.
In one embodiment, the retainer comprises a retainer assembly of an outer
retainer member (such as a plate) and at least one an inner retainer member
(such as a
plate) between which the strap is sandwiched in a manner so as to permit
sliding
movement of the retainer assembly along the strap after its release from the
supporting
arrangement or portion thereof.
In one embodiment, the strap's elongate direction extends, pre impact,
substantially parallel the carriage way.
Preferably a plurality of straps are provided.
Preferable each of said plurality of straps extend along the carriage way.
Preferably each of said plurality of straps are parallel each other.
Preferably pre-impact each strap is co planer the other straps at each said
supporting arrangement.
Preferably pre-impact each strap is co planer the other straps at each
retainer.
Preferably at each strap is spaced apart from each other.
Preferably each strap extends in a parallel manner to the other straps at each
retainer.
Preferably each strap is help captive to each retainer at a dedicated said
slot of
said retainer.
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Preferably each retainer has a plurality of slots at each of which said
retainer is
held captive to said plurality of straps.
Preferably said slots are spaced apart from each other.
Preferably said slots are defined between two parallel side members or plates
of
said retainer.
Preferably said side members or plates span sufficiently across each said
slot.
Preferably said side members or plates extend in a direction parallel the
faces of
the straps.
In one embodiment, the planar face has a normal direction facing the carriage
way.
In one embodiment, the planar face is perpendicular a surface of the road.
In one embodiment, the planar face is vertical.
In one embodiment, the strap is in at least 20kN of tension in use.
In one embodiment, the strap is tensioned to over 40kN in use.
In one embodiment, the strap is tensioned to over 200kN in use.
In one embodiment, the strap is configured to be tensioned to between 200kN
and 400kN.
In one embodiment, the planar face comprises a surface that is relatively
smooth,
and/or continuous along the length of the strap.
In one embodiment, the strap is flat.
In one embodiment, the strap is composed of two distinct straps sandwiched
together.
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In one embodiment, the strap has a generally rectangular cross section
perpendicular its elongate direction.
In one embodiment, the strap in cross section is perpendicular its elongate
direction and has a height far greater than its thickness.
In one embodiment, the strap, and therefore the planar face, has a height
between 30mm and 500mm.
In one embodiment, the strap, and therefore the planar face, has a height
between 30mm and 300mm.
In one embodiment, the strap, and therefore the planar face, has a height
.. between 40mm and 100mm.
In one embodiment, the strap has a thickness of between 3mm and 10mm.
In one embodiment, the strap has a thickness of 4mm.
In one embodiment, the straps is about 50mm in height and 3mm in thickness,
preferably 53mm in height and 2.95mm in thickness.
In one embodiment, the strap has a tensile strength of at least 400 MPa.
In one embodiment, the strap has a tensile strength of at least 800 MPa.
In one embodiment, the strap has an [value between of 40 GPa and 210 GPa.
In one embodiment, the strap is relatively flexible and pliable, and/or has
low
stiffness.
In one embodiment, the strap comprises of one or more selected from; plastics,
glass, synthetics, and metals
In one embodiment, the strap is composed of one or more selected from;
plastics, glass, synthetics, and metals.
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In one embodiment, the strap is composed of steel.
In one embodiment, the strap is composed of high tensile galvanized flat
steel.
In some embodiments, the straps, when installed in a multi-strap embodiment,
have a height off the planar ground surface to the top of at least one strap
of a plurality of
straps of about 600mm, 720mm, 840mm or 960mm.
In some embodiments, the straps, when installed in a four-strap embodiment,
have a height off the planar ground surface to the top of the lowest of the
four straps of
about 600mm, then about 720mm for the second lowest strap, 840mm for the
second
highest strap and 960mm for the highest of the four straps.
In one embodiment, the steel has a yield strength greater than 300 MPa,
greater
than 400 MPa. or greater than 500 MPa.
In one embodiment, the steel allows an elongation greater than 9%.
In one embodiment, the strap is coated, and/or the strap is coated in a
plastics
material.
In one embodiment, the strap is composed of a fibre based composite.
In one embodiment, the strap is composed of at least fibreglass.
In one embodiment, the strap is composed of at least aramids.
In one embodiment, the strap is composed of a composite material.
In one embodiment, the strap is composed of pultruded fibreglass.
In one embodiment, the barrier comprises multiple straps.
In one embodiment, the barrier comprises both composite and metal straps.
In one embodiment, the multiple straps are tensioned to a combined tension of
over 100kN in use.
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In one embodiment, the multiple straps are tensioned to a combined tension of
over 200kN in use.
In one embodiment, the barrier comprises a supporting arrangement configured
to support the strap at a height above the ground in use.
In one embodiment, the support arrangement, or a portion thereof, is
configured
to release from the strap during or after impact from an errant vehicle and/or
rider.
In one embodiment, the supporting arrangement is a rigid, semi-rigid, or
deformable barrier.
In one embodiment, the supporting arrangement is an upright.
In one embodiment, a plurality of uprights are provided.
In one embodiment, the supporting arrangement comprises a plurality of
deformable and/or collapsible uprights.
In one embodiment, the uprights are about 3m spaced apart along a length of
the barrier.
In one embodiment, a height off the planar ground surface to the top the
uprights is about 947mm.
In one embodiment, the supporting arrangement is configured to bend, deflect,
crumple, break or otherwise move when impacted by a vehicle or rider.
In one embodiment, the supporting arrangement comprises a mount to mount
the strap to the upright.
In one embodiment, the mount is configured to releasably disconnect from the
upright, and/or releasably disconnect from the strap.
In one embodiment, the uprights support the strap above the ground.
In one embodiment, the mount comprises a retainer.
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In one embodiment, the retainer retains the straps or straps to the mount.
In one embodiment, the mount and retainer are releasably engaged with each
other via a retainer connection.
In one embodiment, the retainer connection is configured to disconnect when
the
supporting arrangement is impacted by a vehicle or rider.
In one embodiment, upon disconnection the retainer connection is configured to
release the retainer from the mount.
In one embodiment, the release of the retainer from the mount frees the
retained
straps from the mount.
In one embodiment, the retainer connection is a frangible, snap, or barb type
configuration.
In one embodiment, the retainer connection is re-connectable after
disconnection.
In one embodiment, the retainer connection comprises a plug.
In one embodimentõ the retainer connection comprises an outer retainer plate
and inner retainer plates connected with a plurality of plugs that engage with
slots of the
supporting arrangement of the mount of the upright.
In one embodiment, the uppermost of plug of the plurality of plugs is about
53mm from the top of the mount and/or upright.
In one embodiment, the plug is composed of polymer material.
In one embodiment, the plug is composed of a fibre reinforced of polymer
material.
In one embodiment, the retainer retains the straps within the retainer, and/or
to
the adjacent straps, after disconnection.
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In one embodiment, the mount and upright are engaged to each via a sliding
mount connection.
In one embodiment, the mount connection comprises a socket on the mount
configured to receive the upright.
In one embodiment, the mount connection is configured to allow the upright to
slide out of the mount, or the mount can slide off the upright, upon impact by
a vehicle or
rider.
In one embodiment, the supporting arrangement comprises a ground anchor.
In one embodiment, the upright is configured to releasably engage to one or
more of the ground anchors and the mount.
In one embodiment, the supporting arrangement comprises an engineered
weakness or connection between the ground anchor and the upright.
In one embodiment, the ground anchor comprises a ground engaging screw.
In one embodiment, the strap is tensioned between two end anchors.
In one embodiment, the crash barrier does not utilise brakes, wheels, or pay-
out
spools.
In one embodiment, the length of straps in a system are between 20m and 2km.
In some embodiments, the barrier has a point of redirection of about 13.5m
from
an end anchor, said point of redirection comprising a point on a barrier
system
downstream of which the barrier will redirect an impacting vehicle away from
the barrier
without barrier pocketing or rupture.
In some embodiments, a clear area behind or in front of the barrier is about
6m
wide and 18.5m long from the point of redirection.
In some embodiments, the barrier has a maximum horizontal deflection of about
2.68m when impacted by an errant vehicle.
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In a further aspect the present invention may be said to be a method of
protecting a vehicle from damage by a crash barrier during impact of the
vehicle with the
crash barrier that comprises a vertical array of straps each strap extending
parallel the
direction of the carriage way of a road and supported pre impact by a support
structure
itself supported by the ground adjacent the carriage way, the method
comprising
providing a plurality of retainers that each retains the array of straps to
said support
structure spaced apart in a direction along the carriage way and allowing said
retainers to
separate from said support structure upon impact by a said vehicle to travel
with said
vehicle as it moves along said straps to prevent the straps from more than
superficiality
penetrating the vehicle.
In a further aspect the present invention may be said to be a method of
protecting a vehicle from damage by a crash barrier during impact of the
vehicle with the
crash barrier that comprises a vertical array of straps each strap extending
parallel the
direction of the carriage way of a road and supported pre impact by a support
structure
itself supported by the ground adjacent the carriage way, the method
comprising
providing a plurality of retainers that each retains the array of straps to
said support
structure spaced apart in a direction along the carriage way and allowing said
retainers to
separate from said support structure upon impact by a said vehicle to travel
with said
vehicle as it moves along said straps to reduce the penetration of the straps
into the
vehicle where the retainer not provided to travel with the impacting vehicle.
In a further aspect the present invention may be said to be a crash barrier to
reduce damage to a vehicle by a crash barrier during impact of the vehicle
with the crash
barrier said crash barrier comprising
a vertical array of straps each strap extending parallel the direction of the
carriage
way of a road and supported pre impact by a support structure itself supported
by the
ground adjacent the carriage way,
a plurality of retainers that each retain the array of straps to said support
structure spaced apart in a direction along the carriage way and configured to
allow said
retainers to separate from said support structure upon impact by a said
vehicle to travel
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with said vehicle as it moves along said straps to reduce the penetration of
the straps into
the vehicle where the retainer not provided to travel with the impacting
vehicle.
In a further aspect the present invention may be said to be an elongate crash
barrier extending along the carriage way of a road and comprising a plurality
of vertically
spaced apart elongate retention members such as straps extending parallel the
carriage
way and to help retain a vehicle errant from said road from passing beyond the
retention
members, the crash barrier further comprising a plurality of retainers held
captive to said
retention members yet able to slide along the retention members with an errant
vehicle.
Other aspects of the invention may become apparent from the following
description which is given by way of example only and with reference to the
accompanying drawings.
As used herein the term "and/or" means "and" or "or", or both.
As used herein "(s)" following a noun means the plural and/or singular forms
of
the noun.
The term "comprising" as used in this specification and claims means
"consisting
at least in part of". When interpreting statements in this specification and
claims which
include that term, the features, prefaced by that term in each statement, all
need to be
present but other features can also be present. Related terms such as
"comprise" and
"comprised" are to be interpreted in the same manner.
It is intended that reference to a range of numbers disclosed herein (for
example,
1 to 10) also incorporates reference to all rational numbers within that range
(for example,
1, 1.1, 2, 3, 3.9,4, 5, 6, 6.5, 7, 8, 9 and 10) and also any range of rational
numbers within
that range (for example, 2 to 8, 1.5 to 5.5 and 3.1 to 4.7).
The entire disclosures of all applications, patents and publications, cited
above
and below, if any, are hereby incorporated by reference.
This invention may also be said broadly to consist in the parts, elements and
features referred to or indicated in the specification of the application,
individually or
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collectively, and any or all combinations of any two or more of said parts,
elements or
features, and where specific integers are mentioned herein which have known
equivalents
in the art to which this invention relates, such known equivalents are deemed
to be
incorporated herein as if individually set forth.)
The invention will now be described by way of example only and with reference
to the drawings in which:
Figure 1: shows a front top perspective view of a crash barrier,
Figure 2: shows a front top perspective view of a crash barrier
without the ground
anchor,
Figure 3: shows a front top perspective view of a crash barrier exploded
into parts,
Figure 4: shows a front top perspective view of the mount,
Figure 5: shows a cross section of figure 4,
Figure 6: shows a side view of figure 5,
Figure 7: shows a front top perspective view of a crash barrier
system,
Figure 8: shows a front top perspective view of an anchor,
Figure 9: shows a front top perspective view of an alternative crash
barrier,
Figure 10: shows a front top perspective view of an alternative crash
barrier,
Figure 11: shows a top schematic view of a vehicle impacting a crash
barrier system,
Figure 12: shows a top front perspective view of an alternative crash
barrier,
Figure 13: shows a top cross sectional view of figure 12 highlighting the
mount and
retainer engagement,
Figure 14: shows a front top perspective view of an alternative crash
barrier,
Figure 15: shows a side cross-sectional view of figure 14 highlighting
the mount,
plug and retainer engagement,
Figure 16: shows a side view of one of the plugs in figure 14, and
Figure 17: shows an exploded view of figure 14 highlighting the plugs
and retainers.
Figure 18: shows a front top perspective view of a crash barrier with a
C post
Figure 19: shows a rear view of figure 19.
Figure 20: shows a cross-sectional view of figure 19.
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Figure 21: shows a rear top perspective view of a crash barrier with
deformable
rivets.
Figure 22: shows a front top perspective view of figure 21.
Figure 23A: shows a perspective view of an errant vehicle approaching an
embodiment of a crash barrier.
Figure 23B: shows a perspective view of an errant vehicle impacting the
embodiment
crash barrier of figure 36A.
Figure 23C: shows a perspective view of an errant vehicle after
impacting the
embodiment crash barrier of figure 36A.
DETAILED DESCRIPTION
With reference to the above drawings, in which similar features are generally
indicated by similar numerals, a flexible tensioned crash barrier according to
a first aspect
of the present disclosure is generally indicated by the numeral 1.
In one embodiment now described, there is provided a crash barrier 1 as shown
in figure 1. The barrier 1 generally comprises the following components; a
supporting
arrangement 70, and one or more flexible members, preferably straps 20
connected to the
supporting arrangement 70. The supporting arrangement 70 may be a rigid or
semi rigid
crash barrier, however, in the preferred embodiment, the supporting
arrangement 70 is
similar to that used in current flexible crash barriers ¨ comprising a member
or upright 30.
The flexible straps 20 may be retrofitted onto existing crash barriers, where
improved rider
safety is required.
A system 100 utilising the crash barrier 1, will have straps 20 extending
laterally
between multiple supporting arrangements 70, or engaged to and parallel
alongside a
rigid or semi rigid crash barrier. Multiple of said barriers 1 may form a
length as needed,
where the length is the length of barrier between end anchors (not shown) that
define/terminate the barrier 1. The end anchors may be used to hold and/or
ground the
straps 20.
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The straps 20 define a border or boundary 74 generally colinear the strap's
elongate direction 71, as shown in figure 7. The straps 20 can subject a
vehicle 75 to a
direction deviation or correction, or at least resist movement past the
boundary. The
straps 20 act in a similar fashion to traditional wire flexible crash
barriers, where the straps
20 are configured to deflect vehicles from the boundary 74, and in doing so
absorb some
energy from the errant vehicle 75. A schematic view of a vehicle 75 impacting
a crash
barrier system 100 is shown in figure 11, where there are three crash barriers
1 forming a
crash barrier system 100. A vehicle 75 is impacting the middle crash barrier 1
and
deflecting it so that the straps 20 are disengaging from the middle crash
barrier 1 and
deflecting away from the boundary 74.
In one embodiment, the supporting arrangement 70 may be comprised of an
upright 30 and a mount 50 as shown in figure 4. In one embodiment, as shown in
the
figures 1 ¨ 7, the straps 20 are engaged at or towards an upper region 32 of a
plurality of
uprights 30. The upright 30 is mounted to the ground at a lower region 33 of
the upright
30. The boundary typically extends between the uprights 30.
Preferably the barrier 1 comprises multiple straps 20, either above and/or
below
other straps, and/or on either side of the upright 30. The straps 20 are
preferably mounted
to the upright 30 via the mount 50 that engages with the upright 30. In one
embodiment
the mount 50 is integral with the upright 30. However, in the preferred
embodiment the
mount 50 is a separate item and may be disengageable with the upright 30 as
will be later
on described in more detail.
In a crash barrier system 100, the straps 20 are preferably under tension
along
their length. In a system 100 utilising the barriers 1, at the ends of the
system the straps 20
are anchored to an end anchor and tensioned along their length. A variety of
end anchors
or 'terminal ends' or 'departing ends' as known in the industry may also be
used with the
crash barrier 1. The end anchor is securely fixed to the ground and redirects
or holds the
tension forces of the straps 20.
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Upon impact, the upright 30 is able to disengage from the straps 2. In some
embodiments, the straps 20 are preferably removably engaged to the upright 30,
via the
mount 50 or via retainers 60.
In one embodiment, the straps are preferably removably engaged to the mount
via retainers 60. The retainers 60 are preferably disengageable from the mount
50 when an
errant vehicle impacts the crash barrier 1 and allow the upright 30 and/or
straps 20 to
move away from their static location. Due to the straps 20 being in tension
and resisting
deflection, and the upright 30 being moved away by a vehicle and/or the
deflecting straps,
the retainers 60 are configured to disengage from the mount 50 to allow the
upright 30
and straps 20 to separate from each other.
In other embodiments, the retainer 60 stays engaged with the mount 50 upon
being impacted by an errant vehicle; however, the mount 50 disengages with the
upright
30. In other embodiments, both the retainer 60 and the mount 50 can be
disengaged from
their respective mountings. I.e. the retainer 60 disengages with the mount 50,
and the
mount 50 disengages from the upright 30.
Figure 1 shows a two-sided crash barrier 1 which has three straps 20 on both
sides of the upright 30. This type of crash barrier 1 is or could be used to
separate two
lanes of a road 76. However, the two-sided crash barrier 1 may also be used in
situations
where a higher redirection strength is required. I.e. on one side of a road
where many
trucks bypass, or where lower strength straps are used so more straps are
required to
make up the total strength.
In other embodiments, the crash barrier 1 may have straps 20 only on one side
(as shown in figures 9, 10 and 14). This type of crash barrier 1 may be used
on the external
sides of a lane of a road. However, a skilled person in the art may utilise
straps 20 on both
sides of an upright 30 so there is increased resistance to an errant vehicle,
or as a general
design variable. The location and number of straps 20 is at the discretion of
the engineer.
Figure 14 shows a one-sided crash barrier 1 which has 6 straps 20 on one side
of the
upright 30..
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The upright 30 is in the general form of a rolled hollow section extrusion. A
skilled
person in the art will realise there are many ways of forming an upright 30
that is capable
of achieving the correct characteristics required for the crash barrier. The
characteristics
may include, but are not limited to, deforming upon impact by an errant
vehicle, stiff
enough to support the straps 20 in tension, relative cheap to manufacture. The
upright 30
may have a region of engineered weakness between the upper region and the
ground.
The region of engineered weakness allows the pivoting or deformation to allow
an upper
region of the upright to move relative a lower region of the upright.
In some embodiments the crash barrier 1 comprises a ground anchor 40
configured to engage to the lower region 33 of the upright 30. The ground
anchor may be
described as being part of the supporting arrangement 70. Preferably the
ground anchor
40 is removably connected to the upright 30, however in other embodiments the
ground
anchor 40 may be integral with the upright 30.
The engineered weakness may be located at a region along the length of the
upright 30, or may be at the connection between the upright 30 and ground
anchor 40, or
both.
In one embodiment the anchor 40 comprises a connection or connections, such
as a socket 42, that is able to receive or at least engage with the upright 30
as shown in
figure 3. The upright 30 can disengage with the socket 42 when required. For
example,
when replacing an upright 30 that has been damaged onto the existing ground
anchor 40.
Alternatively, the upright 30 may comprise a socket that is able to fit over
the ground
anchor 40 - not shown. There are many variations envisaged that allow the
upright 30
disengage from the ground anchor 40 during impact from an errant vehicle, yet
allow a
new upright 30 to engage with the existing ground anchor 40.
In one embodiment, the anchor 40 comprises a screw 41. Where the screw 41 is
configured to screw into the ground. Ground screw technology is known in the
art.
Preferably the ground anchor 40 positioned in a controlled manner for quality
assurance.
Preferably the ground anchor 40 is torqued to a specific torque and/or pull-
out force. The
depth that the anchor 40 is screwed into the ground may be predetermined by a
GPS
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surveyor. The height and location may be recorded to confirmed coordinates
with
predetermined parameters.
An example of a length of a ground anchor 40 is approximately 1000mm.
However, a skilled person in the art will realise that many lengths of ground
anchor 40
may be used as required for the specific purpose. For example, the length of
the ground
anchor 40 may vary between 200 mm and 2000 mm. An upper region of the ground
anchor 40 and/or socket 42 is preferably composed of tube. The tube is
preferably
composed of metal, such as steel, high tensile steel, aluminium, stainless
steel, or mild
steel. The tube in one embodiment has a diameter of 114mm, with a wall
thickness of
3mm.
The ground anchor, or components of it, are preferably composed of high
tensile
steel. In one embodiment, the ground anchor 40 or components of it, have a
strength of
350 megapascals, have a skilled person in the art will realise that materials
of other
characteristics will also be sufficient. In one embodiment the ground anchor
40 is hot-dip
galvanized to provide resistance to corrosion. In one embodiment, the upright
30 is
comprised of also be of a similar material to the ground anchor.
Where weaker ground formation or soil types are encountered, or where stronger
foundations are required, cement grout or other settable fluids may be
injected through
the ground anchor after installation. This allows the ground anchor to become
cemented
to the ground, or at least have the engagement between ground anchor and
ground
become stronger.
The supporting arrangement 70, or the upright 30, ground anchor and/or mount
50, may be composed of steel or plastics. The upright 30 may be configured to
bend,
crush, flex, and/or crumple upon vehicle or rider impact. This design allows a
number of
characteristics. Firstly, the upright 30 is preferably able to be released
from, or at least
move relative to, the ground anchor 40; secondly the upright 30 is preferably
able to move
upon being impacted so as not to significantly damage a vehicle or rider; and
thirdly,
preferably it also allows the upright 30 to move away or release from the
straps 20. This
allows the straps 20 to try and maintain their location on the boundary 74
without being
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pulled or moved with the upright 30, whilst the upright 30 is moved away with
the errant
vehicle or rider. An upright may bend at ground level upon vehicle impact but
desirably
the straps do not move down with the folding upright so that the straps remain
in a
condition to help control an errant vehicle.
The upright 30 as previously described may be formed of rolled hollow section
(RHS), typically of a size 100mm by 50mm. The wall thickness of the RHS may be
varied
from between 2mm and 4mm or what is required to achieve the desired
performance or
characteristics.
In operation the rectangular section or upright 30 will provide strong
resistance
to vertical movement of the strap 20 and weak resistance to lateral impact of
an errant
vehicle.. The point of failure of the upright 30 is preferably at ground
level, where the
upright 30 is connected to the significantly stronger ground anchor 40. It is
intended that
when an incident occurs, the uprights 30 and mounts 50 will be replaced into
existing
ground anchors 40 and the existing straps 20 of the crash barrier 1.
In some embodiments, one as shown in figure 9, the supporting arrangement 70
is partially an existing crash barrier, or another support that supports the
supporting
arrangement to the ground. As can be seen from figure 9, the strap 20 can be
combined
with existing crash barriers. Thus the system may have the characteristics of
the present
invention, as well as some of the benefits of the rigid or semi rigid
barriers. The upright or
member 30 as shown in figure 9 may extend out at an acute angle from the rigid
crash
barrier, so that the member 30 can more easily deflect or crumple upon impact
by an
errant vehicle or rider. In this embodiment, preferably the strap 20 has an
ideal deflection
that is less than the distance away from the rigid or semi rigid crash
barrier.
The present crash barrier system 100 or barrier 1, may be retrofitted to
existing
crash barrier systems.
Preferably the straps extend in a lateral direction 71 away from the upright
30.
However in some embodiments, the straps 20 may be at an angle from the lateral
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direction 71 from the upright 30, as the crash barrier 1 is extending around a
curve or
corner.
The straps 20 may be composed of a composite material or a metal material. For
example, a composite material may include a fibre with a binder, i.e glass,
plastics,
synthetics, aramids or other type fibre with a resin, binder or filler. In one
embodiment, the
straps 20 are created from fibreglass and a resin. The straps may be formed by
a
pultrusion process.
Preferably the straps 20 have a tensile strength of 800 megapascals or
greater.
However it is envisaged that a skilled person in the art will be able to
create a strap 20
according to the considerations and characteristics required by the crash
barrier 1. For
example there may be more straps 20, with a lower tensile strength, or less
straps 20 with
a higher tensile strength. Alternatively the straps 20 may have a lower or
higher tensile
strength depending on their potential working load required. For example, a
crash barrier
1 according to the present invention with six straps 20 may have a combined
ultimate
tensile strength of 1,250kN on each side of the upright 30.
In one embodiment, the strap 20 has a rectangular cross section (perpendicular
its elongate length). As can be seen from the figures, the straps 20 are
generally flat.
Preferably the strap in cross section perpendicular it's elongate direction,
has a height far
greater than its thickness.
In one embodiment the straps 20 have a thickness between 3mm and 10mm.
Preferably the straps 20 have a thickness of 4mm. In one embodiment the straps
20 have a
height of between 40mm and 200mm. Preferably, the straps 20 have a height of
between
40 mm and 200 mm. Wherein the height is parallel the direction 72 of the
elongate axis of
the upright 30, i.e typically vertical.
The straps 20 have an internal face 21 that faces (direction 73, a direction
normal
to the face 21) the lane of a road. The internal face 21, is a major face 21
of the strap. The
straps 20 also have an external face 22 opposite the internal face 21 that
does not face the
adjacent lane of a road. The external face 22 may also be a major face.
Preferably at least
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one of these faces 21 and 22, and preferably the internal face 21, has a
relatively large
surface area, or is at least substantially planar.
Between faces 21 and 22 is a top edge 23 and bottom edge 24, these may be
minor edges or minor faces if slightly thicker. Preferably the top edge 23 and
bottom edge
24 are rounded. Preferably these rounded edges are configured so as reduce the
ability to
slice into vehicles. A radius for a top edge 23 and/or bottom edge 24 is
between 2 and 10
mm. Where the radius is larger, then the straps will need to be thicker,
however in some
embodiments a bead may be applied to the edges so they have a higher surface
area and
are less prone to cut into objects.
The straps could be of a number of different configurations. As long as the
straps
have a generally large road facing face 21 that presents a large surface area
to an
errant vehicle. The face 21 has a normal direction facing the road. The face
21 is generally
upright or vertical, or perpendicular the road surface.
Preferably the internal face 21 has a surface which is smooth and not abrasive
so
15 to allow a rider or errant vehicle to slide more easily along the length
of the strap 20. In
some embodiments, a certain roughness may be required to try and arrest or
slow down a
vehicle or rider.
Preferably the straps 20 do not have edges, connections, and/or protrusions
that
present themselves outward from the lateral direction 71 of the straps 20.
20 The figures show an embodiment with three straps 20. However, in other
embodiments, there may be only one or two straps, or more than three straps.
For
example, there may be anywhere between one and ten straps on one side of an
upright
30. If there is only one strap 20, that strap may have a larger cross-
sectional area, i.e.
present a larger surface on the face 21 to the adjacent lane of a road
compared to where
multiple straps are used. Figure 12 shows an embodiment with six straps on one
side. This
embodiment is a two sided version, so there are another six straps on the
other side of the
upright 30. The straps 20 on the other side may act to deflect vehicles coming
from either
side of the upright.
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Preferably in some embodiments the straps 20 are close to the ground. This
prevents an errant rider from sliding underneath the straps. Figure 12 shows
an
embodiment where the straps 20 are configured to be near the ground in use. A
preferred
height from the ground is between 100mm and 200mm.
Where there are multiple straps 20 in a crash barrier system 100, there may be
gaps between adjacent straps 20. The gaps may be between 10mm and 100mm in
height.
Preferably the gaps are 50mm in height. The gaps i.e. the distance between the
straps 20,
may be configured depending on the characteristics required for the crash
barrier system.
Where there are multiple straps 20 in a crash barrier system 100, the straps
20
may be identical to each other, or may differ from each other. Such difference
may be in;
composition, location, size, and/or physical characteristics, etc.
Preferably the straps 20 are tensioned between their ends, along the elongate
direction 71. In one embodiment, the combination of straps 20 on one side of
the upright
30 is pretensioned to a combined tension (all of the straps on one side)
between 100kN
and 400kN, however they may be tensioned higher or lower. A typical combined
pretension of wire rope flexible road crash barriers is around 80kN.
The higher strength of the straps 20 compared to the prior art flexible
members
(i.e wire rope), means higher pretension can be achieved, and hence the
ability for the
system 100 to reduce the distance an errant vehicle passes past the boundary
74. In one
embodiment, the strap has an [value between of 40 GPa and 210 GPa.
In other embodiments the straps are composed of metal. In one embodiment
and the straps are composed of high-strength ductile steel. Preferably the
ductile steel has
a high yield capacity and has elongation after yield. Where high yield
capacity is a yield
strength greater than 450 MPa.
The steel strap must be ductile. Preferably also be capable of elongation of
more
than 9%. During an impact this means the barrier will provide restraint at
yield strength.
During yield the strap will elongate and in an extreme situation arrest the
impacting
vehicle over a greater deviation.
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In one embodiment, the steel strap is composed of 450 grade steel, with a 530
MPa yield, and elongation of 15% after yield. However, there may be many other
variations on grade, yield strength and elongation that are applicable for
particular crash
barrier requirements. Preferably the steel strap is 3mm in thickness, but
thickness may vary
depending on barrier requirements. Preferably the strap has a height (also the
front face
height) of 55mm.
In one embodiment the strap is composed of two or more layers of strap. This
may be applicable for both composite and metal, and it may be a combination of
the two.
In one embodiment the strap is a double layer of steel. It is an object of the
strap to
reduce the ability of errant vehicles to penetrate or pierce the strap. Having
two layers of
straps, and in particular, two layers of steel straps will reduce the
likelihood of penetration
of the second layer.
Where steel straps are used, it is recommended that the edges should be
rounded or otherwise protected to prevent injury. On the uprights or upper
edges of the
upright or retainer there should be rounded edges or a cap to prevent injury.
The cap may
be composed of plastics. The steel strap may comprise a plastics coating.
The length of straps in a system may be between, 20m and 2km. The straps may
be connected to each together to extend their length.
In one embodiment, the retainer 60 is configured to retain the straps 20 to
the
upright/support arrangement (via the mount 50 if provided in one embodiment)
whilst the
system is at its static or non-impacted condition. The retainer is also
configured to help
retain the straps thereat, in a relative disposition to each other. Preferably
in a spaced
apart disposition.
A preferred embodiment of the invention will now be described, wherein the
retainer 60 operatively connects the strap(s) 20 to the supporting arrangement
70 (or a
portion thereof such as the mount 50), that is configured to support the
retainer 60 at a
height above the ground in use.
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In said preferred embodiment, the retainer 60 is configured to release from
the
supporting arrangement 70 during or after impact from an errant vehicle on the
barrier 1
and remain movably connected to the strap 20 such that the retainer 60 is free
to move
along a length of the strap 20 together with a contacting surface of the
impacting vehicle.
The retainer is also configured to help retain the straps thereat, in a
relative disposition to
each other before and after impact, preferably in a spaced apart disposition.
This is so
including as best as is possible considering the often violent and random
impact of a
vehicle, after impact.
The release of the retainer 60 (or the mount 50 thereof, as described below)
from
the supporting arrangement 70 is such that when the supporting arrangement 70
(i.e., the
upright 30 thereof) folds or hinges at ground level due to the impact, the
straps 20 are not
dragged down with the uprights 30. If the straps 20 were dragged down
therewith, they
would cease to be effective in retaining/deflecting the errant vehicle on a
controlled
trajectory as it comes to a halt after impact.
The mount 50 and/or retainer 60 thus serve to secure the straps 20 to the
upright
30 until vehicle impact. After or during impact;
a) the mount 50 disconnects from the upright 30, and the retainer 60 stays
connected with the mount 50 and straps such the straps act as a net to
deflect errant vehicles, the retainer 60 (and mount 50) thus releasing
from the supporting arrangement 70 and remaining movably
connected to the straps 20 such that the retainer 60 (and mount 50) is
free to move along a length of the strap 20 together with the
contacting surface of the impacting vehicle; or
b) the mount 50 may disconnect from the upright 30, and the retainer 60
disconnects from the mount 50, allowing the straps 20 to be free but
maintain their relative positions via the retainer 60 remaining movably
connected to the strap 20 such that the retainer 60 is free to move
along a length of the strap 20 together with the contacting surface of
the impacting vehicle.
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In a preferred embodiment, the mount 50 remains connected with the upright 30
and the retainer 60 disconnects from the mount 50. The retainer 60 retains the
straps in
relation to each other so as to help the straps 20 stay in a net formation to
act together as
a combined deflector even when disconnected from the mount 50/supporting
arrangement 70.
The movement of a released retainer 60 along the length of the strap(s) 20,
moving together with an in contact impacting vehicle, provides a protective
sheath zone
1000 between the contacting surface of the vehicle and said strap(s) 20. The
retainer acts
as a load spread and a part of the barrier that is traveling with the vehicle
and is therefore
not subjecting the vehicle to much less grinding or rubbing action than the
straps are.
The retainer extending laterally across each strap and having a part 60A that
is contacted
against the impacting vehicle help reduce the sawing action that a strap may
otherwise
have on the vehicle body or other parts of the vehicle.
In the case of the barrier 1 comprising a plurality of retainers 60 and
plurality of
corresponding supporting arrangements 70 along a length thereof, as described
previously, each retainer 60 of at least some of the plurality of retainers 60
is successively
collected by an impacting vehicle as it moves along a length of the barrier 1
so as to
provide said protective sheath zone 1000 between the contacting surface of the
vehicle
and said strap(s) 20.
Thus, the impacting vehicle may continue to collect successive retainers 60 of
at
least some of the plurality of retainers 60 as it moves along said barrier
until the vehicle's
movement is substantially arrested, and/or deflected away therefrom.
This is illustrated by way of example in figures 23A-23C, in which an errant
vehicle
1002 is seen the moment immediately before impact in figure 23A, then seen the
moment
of impact in figure 23B, where the retainer(s) 60 are shown releasing or
disconnecting
from the supporting arrangement(s) 70 that are shown collapsing as previously
described
(i.e., the uprights 30 of the supporting arrangement(s) 70 are shown pivoting
downwardly,
as required). Once more, the retainer(s) 60 releasing from the supporting
arrangement 70
ensures the straps 20 remain in position for deflecting or arresting the
errant vehicle 1002
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rather than being dragged down with the supporting arrangement(s) 70/uprights
30
thereof.
In figure 23C, the vehicle 1002 is shown having collected a plurality of
retainers
60 during its movement/impact/sliding along the barrier 1, said collected
retainers 60
moving with the vehicle so as to from said protective sheath zone 1000 between
a
contacting surface of the vehicle 1002A and said strap(s) 20.
As shown, the contacting surface 1002A refers generally to the part of the
vehicle
1002 that first impacts the barrier 1 and thus remains most engaged therewith
as it slides
along the strap(s). In figures 23A-23C, this is shown as the left-front corner
of a passenger
car 1002, i.e., the left guard, and left side of the front bumper/bonnet etc.
Of course, the contacting surface 1002A may vary from the part of the vehicle
that first impacts the barrier depending on the nature of the impact/crash.
For instance, if
an errant vehicle 1002 first collides with the barrier with such a force/speed
that causes the
vehicle to spin/rotate and then rebound back towards the barrier, the part of
the vehicle
1002 that spends the substantial majority of time in contact with the straps
20 as it is
gradually arrested during movement therealong will more appropriately be
referred to as
the contacting surface 1002A.
In some instances, the contacting surface 1002A may not remain in contact with
the straps 20 until the vehicle is arrested into a stationary position, but
may instead deflect
away from the barrier, causing the contacting surface 1002A to no longer
remain in
contact with the straps 20 in the final moments of the crash when the vehicle
1002 is
deflected from the barrier.
Those skilled in the art will appreciate further the multitude of crash
scenarios in
which the contacting surface 1002A of the vehicle 1002 may change during said
crash, or
may move into and out of engagement/contact with the protective sheath 1000,
or straps
20 during said crash.
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In any case, the protective sheath zone 1000 so formed during impact of the
errant vehicle 1002 substantially inhibits at least some penetration of the
straps 20 into
the contacting surface of the vehicle 1002A.
In this manner, the protective sheath zone 1000 helps to substantially reduce
the
extent to which the straps 20 can create a high-pressure slicing or sawing
action into or
through the body of the vehicle 1002. This reduces the risk of damaging the
vehicle 1002
to such an extent that major structural damage occurs (i.e., that further
increases risk to
the vehicle occupants in addition to the immediate risk of the impact force)
and/or
reduces the risk of the straps 20 slicing into occupant interior spaces of the
vehicle,
potentially causing direct injury to the occupants themselves.
The first retainer so collected by the vehicles contacting surface 1002A
during an
impact by 'catch' onto a portion of said vehicle 1002. Successively collected
retainers will
not move past this first retainer as they are inhibited from doing so by the
retainment of
the retainers 60 along the same straps as the first retainer. Thus, a vehicle
1002 may collect
any number of retainers, each successively adding further to the protective
sheath 1000 so
formed thereby, until the movement of the vehicle is arrested, or the vehicle
is deflected
away from the barrier due to the tensioned elasticity of the straps.
It will be appreciated that the more retainers 60 collected by the contacting
surface of the vehicle 1002A, the more surface area will be added to the
protective sheath
1000. In this way, the presently described invention may provide an
increasingly larger and
more protective sheath zone 1000 as the vehicle impact along the straps
20/barrier as a
whole continues.
The friction between the flat planar surface formed by the combined flat
planar
surfaces of the retainers at the protective sheath zone 1000 may help to
contribute in
slowing the vehicle 1002 down, as opposed to the sharp edges of the straps 20
which may
otherwise simply cut through soft vehicle components (such as plastic or
aluminium
panels etc.) without slowing the vehicle down as significantly. Thus, the
protective sheath
zone 1000 not only prevents vehicle damage but may also aid in slowing,
arresting and/or
deflecting the vehicle during impact.
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Further, in the case of the barrier 1 comprising multiple straps 20, since the
straps
20 are encouraged to remain in the same upright orientation by means of the
released
retainers 60 remaining slidably connected thereto/therealong (and thus helping
keeping
the strap's 20 vertical positions relative one another intact), the straps 20
themselves may
.. also help to present a collective flat planar surface, immediately upstream
and
downstream of the protective sheath zone 1000, as they remain grouped together
in the
upright orientation, reducing damage to portions of the vehicle not 'captured'
at the
protective sheath zone 1000, as opposed to being individually free to
rotate/twist and
vertically displace and thus cutting into the vehicle body as separate slicing
edges.
As described above, the retainers 60 are configured to release from the
supporting arrangement 70 upon impact to ensure the straps 20. This can help
in the
straps not getting dragged down with the collapsing supporting arrangement 70
and thus
can arrest or deflect the. Thus, in one embodiment, as shown in figures 1 ¨ 6,
the
connection 51 of the retainer 60 to the mount 50 is configured as a weak point
to allow
disconnection from the mount 50 at a predetermined force or movement.
This predetermined force or movement is typically achieved during impact from
an errant vehicle into the road barrier 1 (i.e. with the supporting
arrangement 70, or the
straps 20). The connection 51 of the retainer 60 from the mount 50 may be a
snap
disconnection. Where parts of the mount 50 and/or retainer 60 flex or bend to
allow
disengagement between the two.
The disconnection of the retainer 60 from the mount 50 may be in a direction
73
perpendicular to both the upright elongate direction 72 and strap elongate
direction 71
(said directions illustrated in figure 7, for example). There are many ways of
engineering a
system or connection that can disengage upon high forces. For example, the
mount 50
may have frangible tabs 65 that engage with the retainers 60, that are broken
or deformed
upon impact of a vehicle with the barrier 1.
In one embodiment, a plug type retainer connection is shown in figure 15,
where
figure 15 shows a side cross-sectional view of the road barrier of figure 14.
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Allowing the straps to be free of both the mount 50 and upright 30 while
remaining retained by said retainers 60 allows the straps 20 to deflect away
from the
boundary 74. The straps 20 may deflect by 1-2 metres from the defined boundary
74
during a process of redirecting an errant vehicle or rider.
The straps when retained by the retainer 60, may be held between the retainer
60 and a surface 51 of the mount 50. Preferably the straps 20 are retained in
the upright
30 elongate direction 72 by a recess 52 and guide on the mount 50, and/or on
the retainer
60. These features may be modified depending on the characteristics required
of the road
barrier 1, for example how close together the straps 20 are to each other, how
thick the
straps are, etc.
As mentioned above, in some embodiments, the mount 50 and retainer 60 stay
engaged with the straps 20 after impact (while the remainder of the supporting
arrangement 70 or portion(s) thereof collapse as described previously), to
allow the straps
to stay in their pre-impact arrangement. i.e. the straps remain engaged
relative to one
another via the retainer 60, with the mount 50 also remaining connected to the
retainer
60, such that the retainer(s) 60 and mount(s) 50 together move with the
impacting vehicle
along said strap(s) 20 so as to form a protective sheath zone 1000.
In one embodiment, for example with a two-sided road barrier 1, the impact
side
retainer 60 may pop off from the mount and move with the vehicle to form said
sheath
1000, whilst the other retainer 60 stays retained to the mount 50 and the
straps external to
the road side. The mount for example, may stay retained with the straps 20
external to the
road side, and the upright 30 may slidingly disengage from the mount 50 as it
is impacted
by the vehicle.
The reverse may also occur, where the road-side facing straps retainers 60 may
remain connected to the mount 50, and move together to form a protective
sheath zone
1000, whilst the retainers 60 of the straps external to the road side may
disengage from
the mount and either remain in substantially the same longitudinal positions
along the
straps 20 as prior the impact or move along the straps 20 together with the
vehicle (but
not necessarily as part of the same grouping of retainers of the road-facing
straps).
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Thus, if the impact is significant enough that the vehicle collects
retainers/mounts
from both sides of a two-sided road barrier, two separate protective sheaths
zone 1000
may form to help reduce damage and slow the vehicle down. It will of course be
appreciated that in even more significant impacts the retainers/mounts from
both sides of
a two-sided road barrier will move/collate together with the vehicle so as to
form a
protective sheath 1000, even if they are not operatively connected together by
means of
the mounts 50 therebetween.
Further, the retainers may not at all disengage with the mount 50, instead,
the
mount 50 may disengage from the upright, and the retainers 60 associated with
both the
road-facing and non-road-facing sides of the barrier may stay engaged with the
mount 50
and move together therewith, as the impacting vehicle moves along the straps.
In any case, the retainers 60 are arranged to release from the supporting
arrangement 70 upon impact, irrespective of whether the retainers 60 are
released in
unison with mounts 50 or any other intermediate component of the supporting
arrangement connected thereto, or released separately from said mounts 50 or
other
intermediate components, so long as the retainers 60 no longer remain
connected to the
remainder of the supporting arrangement 70, and in particular, the uprights 30
thereof
configured to collapse upon impact.
In an embodiment, the straps may be held by a retainer that comprises an outer
retainer plate 60A and inner retainers plates 60B and 60C, which are connected
with plugs
62 that engage with slots 56 of the supporting arrangement of the mount 50.
This is
shown in figures 14-17. The retainer 60 is engaged to the mount 50 or
supporting
arrangement by the plug 62. In alternative embodiments, a separate connection
means is
used to connect the retainer 60 to the mount 50, that is separate from the
plug 62.
In the embodiment shown in figures 14-17, the inner retainer plate 60A and the
outer retainers plates 60B and 60C, connected by plugs 62, stay engaged with
the straps
20 after impact, to allow the straps to stay in their pre-impact arrangement.
They may be
configured to movably slide along the straps 20 thereafter so as to form said
protective
sheath zone 1000. The plates define a confined slot through the retainer for
each of said
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straps. This confined slot is large enough for the straps to substantially
freely pass through
but is tight enough to help keep the straps spaced apart and substantially
parallel and co
planar each other. The slot is substantially of the same but slightly larger
cross sectional
shape as a strap.
The plugs 62 may be configured such that the strength of the connection
between the retainers plates 60A,60B and 60C is greater than the strength of
the
connection between the retainer 60 and the mount 50. In one embodiment, the
plug 62
and retainer configuration allow disconnection of the retainer assembly (the
retainer
assembly comprising the retainers plates 60A-C) from the mount 50 at a force
of 10kN.
Where preferably this force is direction 73, however forces in other
directions may increase
or decrease the pull out strength of the plug 62 from the mount 50.
The plugs 62 may be composed from a polymer material which may be
reinforced with fibres to form a fibre-reinforced polymer. The polymer
material used may
include nylon, epoxy resin, or silicone. The fibre material used may include
glass, carbon,
aramid, basalt, or like fibres. In a preferred embodiment the plugs 62 are
fabricated from
30% glass fibre reinforced nylon. Preferably the plug has some give or
flexibility that
allows it collapse inwards or deform so it can be pulled through the slots 56
during
impact. In other embodiments the plug has frangible sections.
To install the straps 20 onto the mount 50 of the road barrier 1 shown in
figure
14, the plugs 62 are used to create a retainer assembly. The plugs 62 are
first pressed
through the holes in the outer retainer plate 60A. The straps 20 are then
aligned with the
top of each plug 62 before the plugs are pressed through inner retainers 60B
and 60C,
such that the straps 20 are secured between retainer plates60A and 60B. In one
embodiment, the inner retainer plates 60A and 60B may be slightly taller than
inner
retainer plate 60C such that the top cap 63 can be placed over the top ends of
retainer
plates 60A and 60B to secure the contained top strap 20 against vertical
movement,
and/or along with an extra retention between the retainer plates 60A and 60B.
The
retainer assembly (60A-C) can then be mounted by vertically slotting the ends
of the plugs
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62 into the slots 56 on the mount 50. A cross-section of the final assembly is
shown in
figure 15.
The connection of the plugs 62 to the slots 56 in the mount 50 is configured
as a
weak point to allow disconnection of the retainer assembly 60 from the mount
50 at a
predetermined force or relative movement. This predetermined force or movement
is
typically achieved during impact from an errant vehicle into the road barrier
1. The
disconnection of the plugs 62 from the mount 50 may be in a direction 73
perpendicular
to both the upright elongate direction 72 and strap elongate direction 71, or
any
combination of the above. The disconnection may be facilitated with frangible,
or
engineered weakness mounting tabs on the plugs 62, or by an engineered
weakness of
the slots 56 or the plugs 62. Alternatively, and/or in combination, impact
forces may cause
the plugs 62 to move vertically within the slots 56, thereby causing
disconnection.
In one embodiment, the plugs 62 have exterior circumferential surfaces of
varying
diameters suitable to engage with holes in one of the retainers, or with slots
56 of the
mount 50. The outer surface 80 sits in a hole of outer retainer plate 60A, and
also supports
a strap 20. The intermediate surface 81 sits in a hole of inner retainer plate
6013, while the
inner surface 82 sits in a hole of inner retainer plate 60C. The mounting
surface 83 slots
into a slot 56 of the mount 50. These surfaces are shown in figure 16.
Preferably the retainer 60 is of a low profile design so to be as flush as
possible
with the surface of the face 21 of the straps 20.
The mount 50, and/or other features of the upright 30 or ground anchor 40, do
not significantly protrude past the straps 20 towards the road. Preferably the
retainer 60 is
significantly flush or planar with the external face 21 of the straps 20.
Preferably the
external surface of the retainer 60 does not extend more than 6 mm past the
external face
21 of the straps 20. The significance of this is that a motorcyclist sliding
along the barrier
will not impact or become hung up on a large protrusion. On current barriers
posts,
motorcyclists may encounter a protruding metal post.
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In alternative embodiments the retainer 60 may extend further past the face
21.
In this embodiment, preferably the retainer 60 slopes gradually from the face
21 to inner
most roadside facing surface of the retainer, this may reduce point impacts to
a vehicle or
rider. A slight chamfer 63 can be seen on the retainer 60 in the figures, this
reduces point
loading or edges that could snag or impact a rider.
In one embodiment, as shown in Figures 18¨ 20, straps are held between a
retainer 60, which is connected with plugs 62 that engage with slots 56 in the
mount 50.
The mount 50 comprises a tab 65 that will facilitate the disengagement of the
plug from
the slot as described herein previously. In this embodiment, the mount and/or
upright is a
.. C shaped post. Further, the slot 56 is a height that facilitates the plug
62 to have a larger
direction of travel before engaging with the tab 65. This allows a greater
vertical
movement of the straps before disengagement with the mount. These elongated
slots
require an upward movement of the strap to separate the straps from the
supporting
arrangement and this ensures the straps are held in a correct position for
vehicle
engagement and does not release early too early during impact.
In one embodiment, as shown in Figures 21 and 22, rivets 64 hold the retainer
60
and straps 22 the mount 50. The rivets 64 comprise a deformable sleeve or
feature 64a
that can perform during vehicle impact into the crash barrier. The deformable
sleeve or
feature 64a is able to release the retainer from the mount 50.
In one embodiment, the flat straps 20 of the present invention may be
substituted into a modified traditional wire barrier support arrangement. In
this
embodiment, not all of the benefits of the present invention will be achieved
¨ such as a
continuous smooth sliding surface. Yet, other benefits, such as increased
tensile strengths
and larger impact area (the flat face 21) may be achieved. The releasable
sliding retainer
arrangement described previously may still apply in such an embodiment, where
the
retainers slide along the tensioned wire ropes to form a protective sheath
zone 1000 that
prevents said ropes from penetrating into the body of the vehicle as it moves
along such a
barrier.
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Where in the foregoing description reference has been made to elements or
integers having known equivalents, then such equivalents are included as if
they were
individually set forth.
Although the invention has been described by way of example and with reference
to particular embodiments, it is to be understood that modifications and/or
improvements
may be made without departing from the scope or spirit of the invention.
