AU2016201360B2

AU2016201360B2 - A barrier element and a barrier assembly

Info

Publication number: AU2016201360B2
Application number: AU2016201360A
Authority: AU
Inventors: Andrew Diehl; Weston John Hill; David Andrew Walters
Original assignee: Qsolutions Assets Pty Ltd
Current assignee: Qsolutions Assets Pty Ltd
Priority date: 2016-03-02
Filing date: 2016-03-02
Publication date: 2021-11-25
Anticipated expiration: 2036-03-02
Also published as: AU2016201360A1

Abstract

A barrier element (10) for use in forming a road barrier, the barrier element (10) comprising an elongate barrier body (12) having two side walls (14,16) and two opposed ends (18, 20) extending between the barrier side walls (14, 16), an end attachment arrangement (24, 30) at each end thereof for operatively attaching that end of the barrier element to the proximate end of an adjacent barrier element the barrier body (12) defining a container within which water can be received, each side wall having at least one opening therein, (74, 32, 77, 70) a side wall panel (60) mounted to one or both side walls of the body so as to cover at least one opening and a shock absorbing material within at least one opening (74, 32, 77, 70) and/or between a side wall panel (60) and the side wall to which the panel is mounted. Figure 17 6/8 & 0 132 120 Fig.F17 130 40 21,,70 19\9 C="21 Fig.1 see Fige 20 120 124 122 '122 Fig. 19 Fig. 20 see Fig. 22 2 126 FigF 21 Fig. 22

Description

6/8

& 0

132 120

Fig.F17

130 40 21,,70 19\9

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122

'122 Fig. 19 Fig. 20

see Fig. 22 2

126

FigF 21

Fig. 22

A BARRIER ELEMENT AND A BARRIER ASSEMBLY FIELD

This present disclosure relates to a water fillable barrier element for being coupled to other barrier elements to form a barrier assembly. It also relates to a road barrier assembly comprising a plurality of barrier elements that are operatively connected to each other.

This disclosure relates particularly but not exclusively to a water fillable barrier element for use in forming a temporary road barrier assembly. The barrier assembly may be used for resisting a motor vehicle from driving off a road and crashing particularly while road works are being conducted. It will therefore be convenient to hereinafter describe the invention with reference to this example application. However at the same time it must be recognized that the invention is capable of broader application. For example the invention could be used for a barrier element used for a purpose other than a temporary road barrier.

BACKGROUND

Temporary road barriers are known and can be made from concrete, steel or plastic. They are generally used to prevent vehicular access in work zones. The plastic barriers generally comprise an elongate barrier element in the form of a plastic container that is placed in position on a support surface along a line of the intended road barrier.

The plastic barrier is filled with water in use to increase its weight so that it requires a considerable force to be dislodged from its installation position and the water can absorb and dissipate impact energy. Additionally the water is capable of yielding in an impact and thereby permits the barrier to deform in an accident.

The plastic water filled barriers have advantages over concrete and steel barriers in that they are relatively light weight when empty which reduces transport, storage, installation and other handling costs.

The container wall can conveniently be made of a thermoplastic material by a rotational molding operation. The use of plastic forms a container wall that is able to yield and deform in response to an impact from a vehicle colliding with the barrier element. This helps to absorb energy and also has the result that the wall is less likely to break in response to any impact.

A number of the barrier elements are linked together end to end to form a barrier assembly that extends in a line along a support surface such as a road. The barrier elements are operatively linked together in such a way that they resist being separated from each other in the event of a vehicle colliding with the barrier assembly. This is necessary for the collective barrier assembly to be effective as a barrier in use and not to deviate too far from the original line when a vehicle collides with it.

A common method of linking barrier elements together generally has one end attachment arrangement and the other end has another end attachment arrangement. Each end attachment arrangement facilitates coupling of the element to an adjacent such barrier element and comprises a plurality of vertically spaced coupling formations. The one and other end attachment arrangements are complementary such that when the barrier elements are positioned end to end the coupling formations are at different heights and can be fitted into each other. The one end attachment arrangement generally has three spaced coupling formations in which case, the other attachment arrangement has two vertically spaced coupling formations.

Each coupling formation has a pin receiving passage defined therein for receiving a vertically extending link pin there through. The link pin is passed through the aligned pin passages on the coupling formations of the end attachment arrangements of the two adjacent barrier elements. The end attachment arrangements may be dovetailed with each other or engaged with each other whereby to couple the two adjacent barrier elements to each other.

A barrier assembly also has to meet the relevant safety standards in the relevant jurisdiction/country and these standards require it to have sufficient structural strength.

Different test levels exist for different applications. A barrier meets the relevant test level if it prevents vehicular penetration of vehicle of specified weight, speed and impact angle of a length of barrier elements linked together. Further, upon impact, the vehicle must not roll over. It is also important that occupant velocity and ride-down acceleration are within acceptable safety levels.

Examples of test levels are shown in Table 1.

Table 1

Test Level Vehicle mass Speed/kph Angle/degrees Height of (TL) (kg) and type center of gravity/mm

0 820 C 50 25 550

1600 C 550

1 820 C 50 20 550

2000 P 50 25 700

2 820 C 70 20 550

2000 P 70 25 700

3 820 C 100 20 550

2000 P 100 25 700

C = small car

P = four wheel drive or utility truck

The standards are subject to change to reflect a number of factors including recent research into vehicular impact dynamics, changes in vehicle design, changes in road design and the like. There is a desire to develop designs for plastic water filled barriers that may either improve on existing designs or provide a road barrier designer with an alternative form of barrier.

SUMMARY

According to one aspect of the disclosure there is provided a barrier element for use in forming a road barrier, the barrier element comprising: an elongate barrier body having two side walls and two opposed ends extending between the barrier side walls, an end attachment arrangement at each end thereof for operatively attaching that end of the barrier element to the proximate end of an adjacent barrier element; the barrier body defining a container within which water can be received, each side wall having at least one opening therein; a side wall panel mounted to one or both side walls of the body so as to cover at least one opening; and a shock absorbing material within at least one opening and/or between a side wall panel and the side wall to which the panel is mounted.

The barrier body suitably comprises a resiliently deformable polymeric material having strong semi-rigid and energy absorbing properties. Such materials include polyethylene, polyvinylchloride, nylon, polycarbonate or polypropylene. The barrier body is suitably formed by rotational molding as known in the art.

Each side wall has at least one opening therein. Suitably but not necessarily the or each opening is opposed to another opening on the other side wall.

When the openings are opposed, the openings are suitably through holes. It is known to provide through holes in water filled barrier elements as the side walls of the opening stiffen the body so as to prevent or minimize outward bowing of the side walls when the body is filled with water.

Alternatively, the openings are blind openings. When the openings are opposed they have a common rear wall. Such opposed blind openings are known in the rotomolding art as "kiss-offs". Kiss-offs can have frustoconical or parallel walls and taper towards the rear wall. Kiss-offs can provide stiffness, strength and dimensional stability to a rotomolded article.

The number and placement of the openings is suitably arranged to optimize the desired stiffness of the body. Suitably, the openings are uniformly spaced across the side walls. Suitably there are between one to four rows of uniformly spaced openings. Suitably, the openings in adjacent rows are staggered.

The barrier element includes a side wall panel mounted to one or both, suitably both side walls.

The side wall panel is suitably semi-rigid or rigid with a degree of resilient deformability so that it will resist at least a TLO or TL1 impact without cracking or shattering and can transfer impact force to the intervening shock absorbing layer as will be discussed further below.

Suitably the material is a thermoplastics material such as polyethylene.

Alternatively, the side wall panel may be a metallic material such as aluminum or steel.

Suitably, the side walls of the barrier body and the side wall panels are configured so as to define a void between the side wall panel and each side wall.

In this aspect of the disclosed barrier, the or each side wall suitably has a wall recess surrounded by an outer wall section. The wall recess has upper and lower walls and opposed end walls.

The opening(s) are suitably located within the wall recess.

The wall recess provides a space that can be closed by a side wall panel to form a void.

Suitably, the side wall panel is configured in the form of an insert for being received within the recess. In this case, the side wall panel may have a front face complimentary to the wall recess and at least one rearward extending lip. Suitably the or each lip substantially corresponds to the depth of the wall recess. In this embodiment, when the panel is mounted within the recess, the lip and recess side and/or end walls can provide a snug or friction fit.

Suitably the side and end walls of the recess are at an obtuse angle relative to the rear wall of the recess and the lip(s) of the side panel extend rearwardly from the front face of the side panel at an acute angle that is substantially complimentary to the obtuse angle of the recess walls. Suitably, there is some outward bias in the lip so that there may be a press fit relationship between the side panel and the recess.

If desired an adhesive may be applied to adhesively attach the recess side and/or end walls to the lip of the side wall panel.

Where the shock absorbing material is a self-expanding foam, as discussed below, the foam itself may be sufficiently adhesive to adhere the side wall panel(s) to the side wall(s). Mechanical fasteners, as mentioned below, may or may not be required.

Alternatively or in addition to, the side wall panel and side wall may be fastened together using mechanical fasteners. Mechanical fastening can include the use of at least one fastener that can extend through the side panel into at least one of the openings in the adjacent barrier element side wall through to the other side wall and engage a side panel on the other side of the barrier element.

The barrier includes a shock absorbing material within at least one opening and/or between the side wall(s) and the side wall panel(s).

Suitably, the shock absorbing material may at least partially fill at least one of the openings.

The shock absorbing material may be any suitable material that can absorb and transfer shock from vehicular impact.

Suitably the shock absorbing material is a self expanding foam such as polyurethane. The polyurethane foam is suitably a low to medium density rigid polyurethane foam. Polyurethane foams are widely used as expandable fillers. Thus an expanding foam may be used to fill space between the side walls of a barrier and a side wall panel

In the embodiment in which the side wall panel defines a void between the side wall panel and the side wall of the barrier, the void and the at least one of the openings can be substantially filled with a self expanding shock absorbing material. By substantially filled, it is meant that it is not necessary for the void and openings to be completely filled with shock absorbing material and some gaps or voids may be tolerated.

A self-expanding foam may be injected into the void barrier body. As the openings open into the void and are thus fluidly connected to the void, the openings and void may be filled in a single step.

In the embodiment in which there are two side panels on both sides of the barrier body, there is an advantage in the openings being through holes in that the openings may be filled with foam in a single step.

An advantage of self-expanding foams such as polyurethane is that they may also have adhesive properties when applied to compatible materials. Thus, the self-expanding foam may adhere to the side walls of the barrier body and/or the side wall panel, depending upon the respective materials.

Alternatively, the shock absorbing material may be a preformed shock absorbing panel that is configured to be placed between the side wall(s) of the body and the side wall panel(s).

Suitably the preformed shock absorbing panel may include projections complimentary to the openings. Such a panel may be made according to techniques known in the thermoplastic arts such as injection molding, expansion molding and the like. Suitable shock absorbing materials include expanded polystyrene, expanded polyethylene and ethylene vinyl acetate.

Alternatively the openings may not be filled with any shock absorbing material.

In another alternative, the openings may be at least substantially filled with a shock absorbing material in a first step and then a shock absorbing panel(s) may be mounted to the side wall(s).

In this case, the preformed panel may be laminated with the side wall panel prior to mounting to the body of the barrier wall element. Suitable materials for the outer laminate side panel face include aluminum, steel and polyvinylchloride.

Alternatively the preformed panel may be mounted to the side wall first and then the side panel may be fixed thereto.

Other suitable shock absorbing materials that may be provided as preformed panels include polymeric elastomers such as unsaturated rubbers including natural polyisoprene, natural rubber and trans-1,4-polyisoprene gutta-percha; synthetic polyisoprene polybutadiene chloroprene rubber, polychloroprene, neoprene, butyl rubber halogenated butyl rubbers (chloro butyl rubber, bromo butyl rubber), styrene butadiene rubber, nitrile rubber and hydrogenated nitrile rubbers; saturated rubbers including ethylene propylene rubber, ethylene propylene diene rubber, polyacrylic rubber, silicone rubber, fluorosilicone rubber, fluoroelastomers, perfluoroelastomers, polyether block amides chlorosulfonated polyethylene and ethylene-vinyl acetate, thermoplastic elastomers such as styrenic block copolymers thermoplastic olefins, elastomeric alloys, thermoplastic polyurethanes, thermoplastic copolyesters and thermoplastic polyamides.

Still further shock absorbing materials include shock absorbing gels such as silicone gels or shock absorbing fluids. Alternatively packed materials or loose fill materials may be used.

Gels, liquids and loose fill materials are free flowing which allows them to fill the openings and voids.

It will be appreciated that a barrier body having a shock absorbing layer between a barrier wall and a panel mounted thereto may have properties that are similar to a sandwich like panel structure in which two stiff face sheets are separated by alightweight core material. Sandwich panel structures can have significantly increased strength and stiffness when compared to a single panel. Bending moments induced by an impact may be resisted by the tensile and compressive forces in the outer sheets and the foam core can absorb shear forces.

Increased energy absorption and stiffness in an impact situation can reduce the impact energy experienced by the body, thereby reducing the likelihood of the body shattering upon impact. This allows the water to stay in the body longer so as to resist displacement due to inertia. Further the water within the body also contributes to energy absorption.

Also disclosed herein is a method of manufacturing a barrier element for use in forming a road barrier, the method comprising:

providing an elongate barrier body having two side walls and two opposed ends extending between the barrier side walls, an end attachment arrangement at each end thereof for operatively attaching that end of the barrier element to the proximate end of an adjacent barrier element;

the barrier body defining a container within which water can be received, each side wall having at least one opening therein, each opening being opposed to an opening on the other side wall;

mounting a wall panel to one or both side walls of the body so as to define a void between the wall panel and the or each side wall and the or at least one opening in the side wall opens into the void; and

substantially filling the or each void and the or each opening that opens into the void filled with a flowable shock absorbing material.

The flowable shock absorbing material may be any material that can fill the voids and fluidly connected openings. This includes polymeric materials that cure in situ such as self-expanding foams. Other materials such as gels, liquids and loose fill retain their flowable properties.

In the embodiment in which the openings are through holes and there is a wall panel mounted to each side of the barrier body, a first side panel may be mounted to a first side of the barrier body to create a first void, the flowable shock absorbing material may be applied to the open side of the barrier body so as to flow through and fill the first void and through holes. The material is further applied so that it enters the space that will form the second void when the second side panel is mounted to the second side of the barrier body. When this space is sufficiently filled, the second side panel is then mounted to the second side wall of the barrier body so as to enclose the second void.

Further disclosed herein is a further method of manufacturing a barrier element for use in forming a road barrier, the method comprising:

providing an elongate barrier body having two side walls and two opposed ends extending between the barrier side walls, an end attachment arrangement at each end thereof for operatively attaching that end of the barrier element to the proximate end of an adjacent barrier element; the barrier body defining a container within which water can be received, each side wall having at least one opening therein; and mounting a preformed shock absorbing side wall panel to one or both side walls. In order to create a road barrier, barrier elements are linked together. As mentioned above, the standard method of linking plastic barrier elements is by providing interlocking lugs having vertical holes at the ends of the barriers and connecting the barriers with a link pin.

In practice, the link pins and/or connecting elements are subject to shearing in a high energy impact situation. They also allow a relatively high degree of rotation of one barrier element with respect to an adjacent barrier element. This may be acceptable for use in areas where vehicles are travelling at low speeds such as the TLO and TL1 standards.

However, such rotation is generally considered undesirable in areas where traffic is travelling at higher speeds. In the event of a higher energy impact, a barrier comprising barrier elements connected by link pins acts as a flexible chain which can result in what is known in the road barrier arts as pocketing. Pocketing is where the barrier elements rotate with respect to one another so that they capture an errant vehicle in a pocket rather than redirect the vehicle. Redirection is desirable as it causes less trauma for the occupants and puts less stress on the road barrier.

It is therefore desirable that the connections between adjacent barrier elements have a degree of rotational stiffness so the connected barriers behave collectively as a beam rather than a chain.

However, some degree of rotational tolerance is required to accommodate uneven ground and/or a desired degree of curvature in the barrier along a bend in a road.

Suitably the barrier elements have a coupling arrangement that can resist rotation. Suitably the coupling arrangement allows for rotation between elements up to about 15°, more suitably up to about 10°.

By redirecting the vehicle, rather than stopping it, there is less energy transferred to the barrier and less trauma to the occupants of the vehicle. There is also less risk of the road barrier being penetrated.

Still further, there is less overall deflection of the barrier. This may be significant in cases where the barrier is to protect a work zone.

The high resistance to rotation also transfers the resistance to the integrity of the barrier body in order to resist failure.

Suitably, the barrier elements as disclosed herein include an end attachment arrangement comprising a plurality of vertically spaced coupling formations extending from each end thereof, each coupling formation having a vertically extending aperture defined therein for receiving a vertically extending link pin there through for linking adjacent barrier elements to each other, and each side wall has one end having at least one projection and the other end having at least one recess that is complimentary to the at least one projection such that when the barrier element is coupled to an adjacent barrier element, the or each recess receives the or each projection of an adjacently coupled barrier element.

The engagement of the side walls of adjacent barrier elements provides a degree of stiffness and a barrier to rotation. Suitably, additional stiffness is provided if the mounted wall panel(s) also extend into the projections at the ends of the side walls.

Suitably there is some tolerance for rotation so as to allow for some curvature in an assembled barrier to accommodate a bend in the road or the like.

According there is also disclosed in a further aspect a barrier element for use in forming a road barrier, the barrier element including:

an elongate barrier body having two side walls and two opposed ends extending between the barrier side walls, and an end attachment arrangement at each end thereof for operatively attaching that end of the barrier element to the proximate end of an adjacent barrier element, the barrier body defining a container within which water can be received, wherein each end attachment arrangement comprises a plurality of vertically spaced coupling formations having a vertically extending aperture defined therein for receiving a vertically extending link pin there through for linking adjacent barrier elements to each other, each side wall terminates at one end of the barrier in a pair of opposed extending projections, terminates at other end in recesses complimentary to the projections such that when adjacent barrier elements are coupled together, the projections of one element are received within recesses in the adjacent barrier element.

It is accepted in the industry that plastic water filled barriers when impacted by a vehicle at speeds of about 100 kph will not satisfactorily resist that impact. Barriers that incorporate steel cables have been proposed. In one commercially available barrier element, the barrier element has up to five internal steel cables that wrap around the connecting lugs. When the barriers are connected, the system effectively becomes a wire rope cable fence with the link pins as posts.

The present inventors have proposed an alternate arrangement in which a road barrier is reinforced by an external line member.

Also described herein is a barrier system comprising a road barrier comprising a plurality of road barrier elements attached end to end to each other, each barrier element comprising an elongate barrier body having two side walls and two opposed ends extending between the barrier side walls, an end attachment arrangement at each end thereof that is operatively attached to an adjacent barrier element, each barrier body defines a container within which water can be received, wherein the barrier system comprises alength of at least one tensionable line member mounted to one or both side walls of each barrier element and that extends substantially along the length of the barrier. Suitably the line member is a wire cable or rope.

Suitably the system may include at least one tensioning device for tensioning the or each line member. Devices for tensioning wire cables or rope are known in the tension cable art.

An advantage of a line member being mounted externally on the barrier is that the line member can be tensioned to the desired amount and adjusted as necessary.

Suitably the line member is fitted to a road barrier formed after the barrier elements have been connected together. Suitably the side walls of the barrier element or, if present, a side panel has at least one longitudinal recess through which one or more line members can pass, thereby supporting the line member (s).

Alternatively, in the embodiment as disclosed above in which the barrier element includes one or two side panels, the line member may pass behind the or each side panel. In this case, the barrier element may include a conduit between the side wall of the barrier and the side panel to allow a line member to pass therethrough.

The line member(s) may be secured to the barrier element using cable saddles or other suitable mechanical fasteners.

The line member(s) may extend substantially along the full length of the road barrier or may be in discrete lengths that are joined together. The discrete lengths of line member may be tensioned at points where the line members are joined together in a known manner. Suitably, the discrete lengths may correspond to that of an individual barrier element.

By substantially along the full length it is meant that there may be some tolerance in the road barrier where one or more barrier elements may not have a line member mounted thereto.

Alternatively, where the line member is in a continuous length, intermediate tensioning devices may be provided to apply tension. In one form, the or at least some of the barrier elements can include a tensioning arrangement operatively associated therewith. Suitably the barrier element may have an opening into which the tensioning device may be located so as to protect the tensioning device from being caught up, snagged or otherwise interfered with in the event of a mild impact.

The barrier elements that can be used with the system having the external line members are suitably the barrier elements as disclosed herein. However, the use of line members as described may be used with other barrier elements and no limitation is intended thereby.

The barrier elements of any of the embodiments disclosed herein, suitably may include a major weight bearing footing section located towards or at each end of the bottom of the barrier body, such that all or a major proportion of the weight of the barrier element is borne by the major weight bearing footing sections.

It is believed that such a weight distribution towards each end of the barrier element has the benefit of increasing the pressure at the footings so as to increase frictional force between the footings and the ground surface. It is believed that by concentrating the frictional force at each end of the barrier body that this will assist in resisting rotation at the ends of the barrier element, thereby resisting yawing of the barrier elements relative to each other in an impact.

This may be compared to known barrier elements that have footings distributed uniformly across the bottom of the barrier so that the weight of the barrier is distributed uniformly across each footing.

Suitably, the barrier element has only two weight bearing footing sections, one weight bearing footing section being located at or towards each end of the bottom of the barrier element such that all of the weight of the barrier element is borne by the weight bearing footing sections.

Footing sections spaced at each end of the barrier body may also allow the barrier body to accommodate uneven ground and to allow water to pass under the barrier.

The footing sections do not necessarily have a flat base, but may be ribbed and/or have channels. Such an arrangement may assist in decreasing the total surface area of the footing section so as to increase the pressure at the footings.

By bearing a major proportion of the weight means that some intermediate footing sections may be tolerated. Suitably a major proportion of the weight means at least about 75wt%, suitably at least about 80wt%, suitably at least about 85wt%, more suitably at least about 90wt%.

DETAILED DESCRIPTION

A barrier element and a road barrier assembly in accordance with this invention may manifest itself in a variety of forms. It will be convenient to hereinafter describe at least one embodiment of the invention in detail with reference to the accompanying drawings. The purpose of providing this detailed description is to instruct persons having an interest in the subject matter of the invention how to carry the invention into practical effect. However it is to be clearly understood that the specific nature of this detailed description does not supersede the generality of the preceding broad description. In the drawings:

Figure 1 is a right perspective view of a barrier element body according to one aspect of the disclosure;

Figure 2 is a left perspective view of the barrier element body in Figure 1;

Figure 3 is front elevational view of one end of the barrier element body in Figure 1;

Figure 4 is top plan view of the barrier element body in Figure 1;

Figure 5 is a left end elevation view of the barrier element body in Figure 1;

Figure 6 is a right end elevation view of the barrier element body in Figure 1;

Figure 7 is a perspective view of a side panel for use with the barrier element body in Figure 1;

Figure 8 is a front elevation view of the wall panel in Figure 7;

Figure 9 is a cross section taken along lines 9-9 in Figure 8;

Figure 10 is a cross section taken along lines 10-10 in Figure 8;

Figure 11 is a cross section taken along lines 11-11 in Figure 8;

Figure 12 is a cross section taken along lines 12-12 of Figure 8;

Figure 13 is a schematic cross section of the barrier element as shown in Figure 3 taken along lines 13-13 and further schematically shows the wall panel as shown in Figure 7 mounted to the side thereof ;

Figure 14 is a schematic cross section of the barrier element as shown in Figure 3 taken along lines 14-14 in Figure 3 and further schematically shows wall panel as shown in Figure 7 mounted to the side thereof;

Figure 15 is a schematic view of a prior art road barrier subject to vehicular impact;

Figure 16 is a schematic view of a road barrier as disclosed herein when subjected to vehicular impact;

Figure 17 is a perspective view of a barrier element comprising the barrier element body in Figure 1 with the side panel in Figure 7 mounted thereto;

Figure 18 is a front elevation view of the barrier element in Figure 13;

Figure 19 is a cross section along lines 19-19 in Figure 18;

Figure 20 is a detail from Figure 19;

Figure 21 is a cross section along lines 21-21 of Figure 18;

Figure 22 is a detail from Figure 21;

Figure 23 is a schematic top plan cross section view of a barrier system comprising barrier elements in Figure 13 connected together;

Figure 24 is a schematic front elevation view of barrier elements in Figure 17 linked together and stacked; Figure 25 is a cross section taken along lines 25- 25 in Figure 24 and

Figure 26 is a cross section of an alternative barrier element.

In Figures 1 through 6, reference numeral 12 refers generally to a road barrier element body in accordance with one embodiment of the disclosure.

The barrier body 12 having two elongate barrier side walls 14, 16 and opposed right and left barrier ends 18, 20 extending between the barrier sides 14, 16, a top wall 40 and a bottom wall 42.

Side wall 16 is a mirror image of side wall 14. In the discussion below, designations right and left refer to the barrier element as viewed from the side shown as 14 in Figures 1 and 2.

The barrier body 12 defines a container within which water can be received for increasing the weight and the inertia of the barrier body 12. The barrier body 12 also includes a container inlet (not shown) towards an upper region of the container for introducing water into the container. The barrier body 12 also includes a water outlet 13 towards a lower region of the body for enabling water to be drained from the container in use.

The right barrier end 18 has an end attachment arrangement 24 including three vertically spaced coupling formations 26a, 25b, 26c. Each coupling formation 26a, 26b, 26c has a vertically extending passage 28 defined therein through which alink pin can be passed. The upper and lower coupling formations are discrete projections with a semi cylindrical end. The centre coupling formation 26a is a bridging section between extensions 14a of the side wall 14 (discussed further below with respect to Figure 3).

The left barrier end 20 has another end attachment arrangement 30 having two vertically spaced coupling formations in the form of projections have semi cylindrical ends 27a, 27b. Each coupling formation 27a, 27b also has a vertically extending passage 28 through which a link pin may be passed. Vertically extending passages 29 are also located in the left end of the top wall 40 and left end of the bottom wall 42 of the barrier element 10 through which a link pin may pass.

The coupling formations 27a, 27b of the attachment arrangement 30 are arranged at different heights to those of the attachment arrangement 24 so that the adjacent ends of adjacent barrier elements 10 can fit together in the manner shown in the drawings.

Each side wall 14, 16 has a recess 34 surrounded by an outer wall section 36. Each recess has a top and bottom wall 34a, 34d, Side wall 14has left end wall 34c and a right end wall 34d. The right end wall 34d has two sections extending upwardly and downwardly at an angle of about 60° from the upper and lower walls so as to define an end section having an equilateral triangular shape (as seen in Figure 3).

The barrier element body 12 includes two pairs of upper and lower openings at the left and right ends 74a, 74b, 74c, 74d, a lower central opening 32, two central openings 77 and an upmost central through hole 70. Each opening defines a through hole that passes through the barrier element body 12 to the other side thereof.

The top wall 40 has parallel longitudinal rails 44. The bottom wall 42 has opposed longitudinal recesses 46 complimentary to the rails 44 so as to allow recesses 46 to receive the rails 44 of an adjacent stacked barrier member. This allows for accurate stacking and resisting sliding movement of stacked barrier elements.

The bottom wall 42 has two weight bearing feet 50 located at each end such that the weight of the barrier is borne at each end of the barrier body 12 with no weight being distributed about the centre region of the barrier body 12.

It is believed that by distributing the weight at each end of the barrier element has the benefit of increasing the pressure at the feet so as to increase frictional force between the feet and the ground surface. It is believed that by concentrating the frictional force at each end of the barrier body that this will assist in resisting rotation of the ends of the barrier element, there by resisting yawing of the barrier element in an impact.

The endwise location of the feet 50 also assist in accommodating uneven ground and allows water to pass between the feet.

Figure 3 is the front elevation view of the barrier element body 12. It may be seen that the side walls 14 are not substantially rectangular in shape as per prior art water filled plastic barriers. The left end 20 of side wall 14 (or the right end of side wall 16) has a recess in the shape of a truncated equilateral triangle 14b. The right end 18 of each side wall has a projection 14a that is also in the shape of a truncated equilateral triangle that is complimentary to recess 14b.

In use, when the barrier elements are linked together, the side wall projections 14a of one barrier element will be received within the recesses 14b in the side walls of an adjacent barrier element. The advantages of such an arrangement will be discussed further below.

Figures 7 to 13 show a wall panel 60. The wall panel 60 is typically formed from polyethylene and may be rotomolded as a pair with opposing sides mirrored apart. The opposing sides may be separated and fitted to the respective right and left sides of a barrier element.

The wall panel has a front face 62 that has a shape that is complimentary to the recess 34 of the side walls of the barrier element 10. This allows the side panel 60 to be inserted into the recess 34 and when so inserted, the front face 62 is flush with the outer wall section 36.

The wall panel 60 has an inwardly angled return 64 running along the top, bottom and side edges. The side and end walls of the recess have a complimentary outwardly inclined angle. In this way, the wall panel 60 may be firmly press fitted into the recess 34 due to the resulting abutment if the lip 64 and walls of the recess 34. If desired, a suitable adhesive may be applied between the return 64 and recess walls.

The wall panel 60 has an open passage 66 in the upper centre section that when mounted to the barrier member 10 is coaxial with the top centre opening 70 in the barrier member 10. The passage 66 is defined by side walls 68 that may be seen in the cross section in Figure 12. The function of open passage 66 will be described in further detail below.

The wall panel 60 also has four further open passages 72a, 72b, 72c, 72d that when mounted to the side wall 14, are coaxial with the end pairs of openings 74a, 74b, 74c, 74d in the side walls of the barrier member 10. These passages allow a fastener to extend from one wall panel 60 on one side of the barrier element 10 to extend through the respective throughole to the other side wall of the barrier element 10 so as to secure the wall panels 60 to the barrier element 10.

Suitably, the fasteners are in the form of metal straps or other suitable flexible faster. This allows a single fastener to extend through one end of the barrier element, pass along the front face 62 of the wall panel 60 and return through the througholes at the other end of the barrier element 10. The free ends of the fasteners may be joined by suitable methods. The side panel 60 has two longitudinal extending grooves 76 that allow the straps or other fasteners to lie flush with the front face 62 of the side panel 60. The straps are shown in Figures 17 and 18 under reference numeral 132.

The wall panel 60 also has a further semicircular longitudinal groove 78 along the front face 62. This groove 78 receives an optional line member for reinforcing the connection between adjacent barrier members 10 as will be described further below.

Figures 13 and 14 show schematic cross sections of the barrier element 10 that is formed as a result of the side panels being fixed to each side of the barrier body 12 to define a void 80 in the space between the recessed portion 36 of the side walls 18, 20 and the wall panel 60. The void 80 is in fluid communication with all the openings but is not in fluid communication with the upper opening 70.

The void 80 and fluidly connected openings have been filled with an expanding foam that is applied by injecting the foam into the void. The abutment of the walls 68 of upper central passage 66 and the opening 70 prevents foam from entering that opening. The object of this arrangement will be discussed below.

It may be appreciated that the structure of the barrier element 10 with the foam filled voids and throughholes can provide increased stiffness and energy absorption to the barrier when compared to conventional barriers. Vehicular impact to the front panel may be distributed across the panel and absorbed by and transferred to the foam. This may allow the disclosed barrier element to experience impact at higher speeds without failure of the barrier body and subsequent loss of water.

In order to redirect an errant vehicle, water filled barrier elements must be linked together. As mentioned above, a common method of connecting barrier elements is by means of a link pin passing through connecting lugs. In practice, the link pins and/or connecting lugs are subject to shearing.

It is also desirable for connections between adjacent barrier elements to have a degree of rotational stiffness so as to redirect an errant vehicle rather than capturing the vehicle, known as "pocketing" in the art. It is therefore desirable that the connected barriers behave collectively as a beam rather than a chain.

The present inventors have addressed this by providing the aforementioned recessed wall section 14b that receives the wall extension section 14a of an adjacent barrier, together with the interaction between the respective shapes of the right and left ends.

As shown in Figure 4, the centre coupling formation 26a at the right end 18 of the barrier 10 is curved with a curve radius a of 9-10°. The section of the left end 20 of the barrier element that contacts the centre coupling formation 26a is shown as 20a in Figure 3 is normal to the side walls of the barrier element. Conversely, those parts of the upper and lower left end wall 20b, 20c that when connected abut the upper and lower parts of right end wall 18a, 18b are tapered toward a leading end at an angle P of about 9-10°. On the other hand the terminal ends of upper and lower right end wall parts 18a, 18b are normal to the side walls.

Still further, Figure 3 shows that the foam will extend into the wall extension section 14a, thereby providing additional stiffness and resistance to rotation.

This arrangement provides a tolerance for rotation of about 10°.

By way of example, Figure 15 shows a schematic illustration of a prior art road barrier 100 that includes barrier elements 102 that are connected together without restriction to rotation when impacted by a vehicle 104. In this situation the impact has caused pocketing of the barrier 110. In such a situation, the system has attenuated all of the errant vehicle's' energy which makes it likely that the barrier elements may be destroyed and significant pressure will be placed upon the strength of the connections between the barrier elements.

Figure 16 shows a section of road barrier 110 that includes barrier elements 10 as disclosed herein. As the barrier elements 10 resist rotation, the barrier 110 acts as a beam, thereby redirecting the vehicle 104 to its original path. By redirecting the vehicle, rather than stopping it, there is less energy transferred to the barrier and less trauma to the occupants of the vehicle.

Still further, there is less overall deflection of the barrier 110. This may be significant in cases where the barrier is to protect a work zone.

The high resistance to rotation also transfers the resistance to the integrity of the barrier body in order to resist failure. Provision of the foam in the overlap section assists in such transfer and absorbs energy.

This system of connecting the barrier elements is believed to be sufficient areas where vehicle are travelling at low speed such as road works in inner city areas. However, where vehicles are travelling at higher speeds, some additional strength of the connection between the barrier elements may be desired.

Some prior art plastic barrier elements have internal steel cabling that extends into connecting lugs. When the lugs are pinned together, the internal steel cabling can act as a steel barrier. Such a system is considered to be the industry standard for plastic water filled barrier elements for TL2 or TL3 standard requirements. It is considered important that any cabling is internal so as to avoid vehicles becoming snagged or otherwise caught up.

However rotomolding a barrier with internal parts is more expensive to manufacture. The present inventors have developed an alternative exterior cable design.

Figures 17 and 18 are a perspective and front elevation views of the barrier element 10 showing two lengths of wire cable 120. Each cable 120 runs along recess 66 that is located within each side panel 60 as shown in Figures 11 and 12 and extends along both sides of the barrier element 10.

The wire cables 80 may run the full length of a section of a barrier, the length of the whole barrier or the length of single barrier elements only.

A tensioning mechanism 130 is provided in the through hole associated with openings 70 in the barrier element and wall panel 60. Figures 19 and 21 are top view and side view cross sections through the tensioning mechanism and figures 20 and 22 are details thereof.

Figure 19 shows two tension members 122 extending through the barrier element. The detail in Figure 20 shows that the tension member 122 are connected by a bracket 124. The cables 120 are each fixed to a respective bracket by three cable saddles 126 in a manner that tension is applied to the cable 120.

Provision of the throughhole 70 allows the tensioning mechanism to be inserted or removed as desired. Alternatively, the tensioning mechanism may be inserted prior to the voids being filled with foam so that the tensioning mechanism is permanently in place.

Figures 17 and 18 also show metal straps 132 that are used to fasten the side panels 62 to the side walls of the barrier element.

Figure 23 shows a centre cross section four barrier elements 10 linked together. The e right end barrier element is shown at about the maximum degree of rotation of 10° relative to the adjacent barrier element.

Figure 24 shows a front view of four connected barrier elements 10. The end barrier at the left end shows that there is also a degree of rotational tolerance about a vertical axis so as to allow for uneven ground. The coupling formations are designed to interlock to allow a degree of tolerance to allow such movement. The maximum angle A of rotation is designed to be about 10°.

Figures 24 and 25 also schematically show how barrier elements can be stacked together. Barrier element 10a is stacked onto barrier element 10. It can be seen that the ribs 44 on the top of the lower barrier member 10 are received within the longitudinal recesses 46 in the bottom of the upper barrier member 10a.

The location of the tensioning mechanism within the front panel and away from the joints between the barrier elements may reduce puncture and snag potential during an impact. .In an alternative arrangement, the wire cables may run behind the side panels. Such an arrangement is schematically shown in Figure 26. In this case a conduit 180 runs along both sides of the barrier element body 12 within the voids 80. The conduits 180 are surrounded by the foam that fills the voids 80. The conduits 180 maybe PVC pipe. The conduits 180 can receive a wire cable or other line member.

The wire cable also provides lateral reinforcement to the whole system so as to resist lateral movement of the barrier upon impact. Excess lateral movement is a well-known disadvantage of conventional water filled plastic barrier systems. This can be disadvantageous when used to protect a work area due to the extent of intrusion of the barrier into the work zone and can severely limit the number of applications thereof.

By running the cables along the length of the side panels, in an impact situation, this may allow force transfer from the cables to the foam so as to provide lateral reinforcement and apply a moment resistance to joint rotation.

Such transfer of force from the cable to the foam and subsequent dispersion of force may result in the disclosed barrier elements being less subject to rupturing in a high energy impact. This is desirable so as to optimise energy absorption through water movement (sloshing) within the barrier element and overall loss of inertia due to the weight of a filled or partially filled barrier element.

On the other hand prior art cables that are internal do not dissipate any of the impact force applied to a barrier plastic wall. The wire cable elements only begin to act as a wire rope fencing upon rupture of the barriers.

Still further, the barrier elements may be used for low impact situations without the wire cable. This means that a barrier element provide the same barrier for different applications, thereby reducing overall inventory costs.

Further, the present barriers are made by conventional rotomolding in a single step without having to mold with cable mounted within the mold. This can reduce costs.

It has also been proposed to rotomold barriers with foam in situ. Both of these methods add to molding costs.

Another advantage of the barrier element described above is that it is considerably simpler than some prior art constructions which has the inevitable consequence that it is easier and cheaper to manufacture and therefore can be provided at a lower cost. A yet further advantage is that the manufacturing process that can be used to manufacture the barrier element is not unduly complex.

It will of course be realized that the above has been given only by way of illustrative example of the invention and that all such modifications and variations thereto, as would be apparent to persons skilled in the art, are deemed to fall within the broad scope and ambit of the invention as is herein set forth.

Claims

THE CLAIMS DEFINING THE INVENTION ARE AS FOLLOWS:

1. A barrier element for use in forming a road barrier, the barrier element comprising: an elongate barrier body having two side walls and two opposed ends extending between the barrier side walls, an end attachment arrangement at each end thereof for operatively attaching that end of the barrier element to the proximate end of an adjacent barrier element; the barrier body defining a container within which water can be received, each side wall having at least one opening therein; a side wall panel mounted to one or both side walls of the body so as to cover at least one opening; and a shock absorbing material within at least one opening and/or between a side wall panel and the side wall to which the panel is mounted.

2. The barrier element of claim 1, wherein at least one opening in one side wall is opposed to an opening in the other side wall so as to provide at least one pair of opposed openings.

3. The barrier element of claim 2 wherein each pair of opposed openings are connected so as to define a throughhole in the barrier body.

4. The barrier panel of any one of claims 1 to 3, wherein a void is defined between the or each side wall and the side wall panel that is mounted thereto and the void is substantially filled with a shock absorbing material.

5. The barrier element of claim 4, wherein a side wall panel is mounted to each side wall so as to define a void between each wall panel and each side wall.

6. The barrier element of claim 4 or claim 5, wherein the or each side wall has a side wall recess surrounded by an outer wall section, that provides a space that is closed by the side wall panel to form the void.

7. The barrier element of claim 6, wherein the or each sidewall recess has a rear wall, a depth, an upper wall, bottom wall and opposed end walls.

8. The barrier element of claim 7, wherein the or each side wall panel is configured in the form of an insert for being received within the wall recess.

9. The barrier element of claim 8, wherein the side wall panel has a front face complimentary to the wall recess and at least one rearward extending lip substantially corresponding to the depth of the wall recess.

10. The barrier element of claim 9, wherein the side and end walls of the recess are at an obtuse angle relative to the rear wall of the recess and the lip(s) of the side wall panel extend rearwardly from the front face of the side wall panel at an acute angle that is substantially complimentary to the obtuse angle of the recess walls.

11. The barrier element of claim 10, wherein the lip is outwardly biased so that there may be a press fit relationship between the side wall panel and the recess.

12. The barrier element of claims 4 to 10, wherein the shock absorbing material is an expanding foam.

13. The barrier element of claim 12, wherein the expanding foam has been introduced into the or each void and at least one opening.

14. The barrier element of claim 12 or claim 13, wherein the expanding foam is polyurethane foam.

15. The barrier element of any one of claims 12 to 14, wherein the foam at least partially adheres the or each side wall panel to a respective side wall.

16. The barrier element of any one of claims 1 to 11, wherein the shock absorbing material is a preformed panel.

17. The barrier element of claim 16, wherein the preformed panel is laminated with the side wall panel prior to mounting to the side wall of the barrier element.

18. The barrier element of any one of claims 1 to 17, wherein the or each side wall panel and the or each side wall are fastened together using a mechanical fastener.

19. The barrier element of claim 18, wherein the mechanical fastener is at least one fastener that extends though the side wall panel into at least one of the openings in the adjacent barrier element side wall through to the other side wall and engages a side wall panel on the other side of the barrier element.

20. The barrier element of any one of claims 1 to 19, wherein the barrier body includes a major weight bearing footing section located towards or at each end of the bottom of the barrier body, such that all or a major proportion of the weight of the barrier element is borne by the major weight bearing footing sections.

21. A barrier element of any one of claims 1 to 20, wherein the or each side wall panel has a longitudinal groove along the outer surface thereof for receiving a line member.

22. A method of manufacturing a barrier element for use in forming a road barrier, the method comprising: providing an elongate barrier body having two side walls and two opposed ends extending between the barrier side walls, an end attachment arrangement at each end thereof for operatively attaching that end of the barrier element to the proximate end of an adjacent barrier element; the barrier body defining a container within which water can be received, each side wall having at least one opening therein, each opening being opposed to an opening on the other side wall; and mounting a wall panel to one or both side walls of the body so as to define a void between the or each wall panel and the or each side wall and the or at least one of the openings in the side wall opens into the void and substantially filling the or each void and at least one opening that opens into the void with a flowable shock absorbing material.

23. The method of claim 22, wherein the flowable shock absorbing material is a self expanding foam.

24. The barrier element of any one of claims 1 to 22, wherein the each end attachment arrangement comprises a plurality of vertically spaced coupling formations extending from each end thereof, each coupling formation having a vertically extending aperture defined therein for receiving a vertically extending link pin there through for linking adjacent barrier elements to each other, and each side wall has one end having at least one projection and the other end having at least one recess that is complimentary to the at least one projection such that when the barrier element is coupled to an adjacent element, the or each recess receives the or each projection of an adjacently coupled barrier element.