The present invention is related to highway barriers and safety systems and more particularly to cable safety systems and associated posts.
Cable safety systems and cable barriers have been installed along edges of roadways and highways for many years. Cable safety systems and cable barriers have also been installed along medians between roadways and/or highways. Cable safety systems generally include one or more horizontal cables attached to support posts. For some applications cable safety systems and cable barriers may reduce damage to an impacting vehicle and/or injury to occupants of the impacting vehicle as compared with other types of highway safety systems and highway barriers.
Cable safety systems are often designed and installed with three cables mounted horizontally on a plurality of generally vertical support posts. The number of cables may vary depending on various factors such as the type of vehicles using the associated roadway and the hazard which required installation of the cable safety system. The length of a cable safety system is generally determined based on the adjacent roadside hazard. Each cable is typically installed at a desired height relative to the ground and with a desired spacing between adjacent cables. Associated support posts are installed with desired horizontal spacing between adjacent posts.
One recognized limitation of cable safety systems is excessive deflection of associated cables during vehicle impact. Deflection associated with a cable safety system may be larger than deflection of a convention W-beam guardrail when subjected to the same type of vehicle impact. Such deflection frequently determines maximum allowed spacing between adjacent posts for satisfactory performance of the cable safety system. Large deflection during a vehicle impact also increases the risk of the vehicle running over the cables and being exposed to the hazard which required installation of the cable safety system.
From full scale crash testing and from real life experience, it has been determined that keeping the length of unsupported cables as short as possible will generally reduce deflection. The longer the distance between adjacent posts supporting associated cables, the larger the deflection will generally be during a vehicle impact. An increased number of posts (shorter post spacing) will generally decrease deflection. However, shorter spacing between posts affects total cost of a cable safety system, not only material, but also installation cost.
High-speed films from full-scale crash testing of vehicles with cable safety systems demonstrate that posts installed immediately adjacent to the location of a vehicle impact with unsupported portions of the cables will bend and/or deform in response to forces placed on the posts by the cables. When a post is bent at an angle of about ten (10°) degrees from vertical, the upper cable of a typical three cable safety system will often slide out of its associated slot or hook and lose its retaining capabilities. After another couple of degrees of the post bending from vertical, the second cable will slide out of its associated slot or hook. Finally, the third cable will slide out of its associated slot or hook when the post is bent about twenty eight to thirty (28° to 30°) degrees from normal. When the cables are released from posts adjacent to the point of vehicle impact, deflection of the cables will increase significantly.
Vertical spacing between cables, vertical spacing of the cables relative to the associated roadway and horizontal spacing between adjacent posts are preferably designed and selected to allow the resulting cable safety system to satisfactorily function during a vehicle impact. Desired vertical spacing between cables and vertical spacing of cables relative to the ground may be obtained in a number of ways by using spacers, hooks, straps or other devices. The number of times an installer has to go to each post is of major concern since this not only takes time, but more importantly, exposes installers to the risk of being injured by traffic. Additional care must be taken with respect to design and installation of cable safety systems adjacent to curves in a highway or roadway and adjacent to inclines or slopes.
During the past several years, cable safety systems have been used as an alternative to traditional W-beam guardrail systems. These cable safety systems address some of the weaknesses of prior cable safety systems by using pre-stressed cables and/or reducing the spacing between adjacent posts to reduce deflection to an acceptable level. A consultant report “Dynamic Analysis of Cable Guardrail” issued in April 1994 by an ES-Consult in Denmark, established a model for which parameters affect performance and designing desired deflection of cable safety systems.
In accordance with particular embodiments of the present disclosure, the disadvantages and problems associated with cable guardrail safety systems have been substantially reduced or eliminated.
In accordance with particular embodiments of the present disclosure, a safety barrier comprises a plurality of posts spaced from each other and disposed adjacent to a roadway, each post having a cross section defined in part by a web and a pair of legs extending therefrom. Additionally, each post has one slot formed in the web of the post extending from an upper end of the post. The safety barrier further comprises a first cable and a second cable releasably engaged with and supported by the posts and disposed within each slot between the respective legs of each post. The safety barrier further comprises a third cable and a fourth cable each coupled to an exterior surface of the posts. Each slot has a first edge and a second edge with respective sloping surfaces operable to slid ably receive the first cable and the second cable therein. The sloping surfaces on the first edge of each slot provide a first projection and the sloping surfaces on the second edge of each slot provide a second projection. The posts and the first, second, third and fourth cables cooperate to prevent a vehicle from leaving the roadway.
In accordance with another embodiment of the present disclosure, a post for installing a cable safety system comprises a cross section defined in part by a web and a pair of legs extending from the web. The post also comprises a first end and a second end with a slot formed in the web starting at the first end an extending partially along the length of the post, the second end configured to be installed adjacent to a roadway. The slot has a first edge and a second edge and is sized to receive a first cable and a second cable therein. The post further comprises at least one restriction defined in part by respective sloping surfaces formed on each edge of the slot to increase retention time of the first cable and the second cable within the slot as the post is bent from a generally vertical position during a vehicle impact with the cables disposed within the slot. The post also comprises a first fastener coupled to a first exterior surface of the post, the first fastener size to receive a third cable and a second fastener coupled to a second exterior surface of the post, the second fastener sized to receive a fourth cable. The post also comprises at least one spacer disposed within the cross section of the post operable to maintain the cables at a desired spacing within the slot.
In accordance with yet another embodiment of the present disclosure, a method of installing a cable safety system comprises forming a plurality of posts with each post having a slot extending from an upper end of the post. The method also includes forming the slot with a first edge and a second edge. Additionally, the method includes forming respective tapered surfaces on the first edge to provide a first projection and forming respective tapered surfaces on the second edge to provide a second projection. The method also includes forming at least one restriction within each slot defined in part by the first projection extending from the first edge and the second projection extending from the second edge to increase retention of the cables within the slot as the respective posts are bent from a generally vertical position. The method further includes installing the plurality of posts spaced from each other proximate to the roadway. The method further includes releasably engaging a first cable and a second cable within the respective slot formed in each of the posts and coupling a third cable and a fourth cable to an exterior surface of the posts.
In accordance with yet another embodiment of the present disclosure, a method for manufacturing a support post for a cable safety system comprises forming a post with a first end and second end. The method also includes forming the post with a cross section defined in part by a web and a pair of legs extending therefrom. The method also includes forming a slot in the web extending from the first end of the post and forming the slot with a first edge and second edge. The method further includes forming respective tapered surfaces on the first edge to provide a first projection and respective tapered surfaces on the second edge to provide a second projection, the first projection extending from the first edge and the second projection extending from the second edge to increase retention of a first cable and a second cable in the slot as the post bends from a generally vertical position during a vehicle impact with the cable safety system. The method also includes forming at least one spacer disposed within the cross section of the post operable to maintain at least a first cable and a second cable at a desired spacing within the slot.
Technical advantages provided by particular embodiments of the present disclosure include providing a cable safety system that maintains engagement between posts and associated cables for a longer period of time as the posts are bent from a generally vertical position during a vehicle impact. A cable safety system incorporating teachings of the present invention also minimizes the number of times an installer has to go to each post to position associated cables at desired heights relative to each other and an adjacent roadway. The present invention reduces both the cost and the time required to install a cable safety system.
Technical advantages provided by particular embodiments of the present disclosure further include enabling cables and a metal portion of a support post to interact more quickly. This enables vehicles be more effectively redirected away from away from hazardous areas by enabling cables to provide resistance to vehicles impacting cable safety system sooner after impact.
Moreover, because of the innovative support post, a support post may be manufactured at a reduced cost compared with previous designs. In particular, the inclusion of four cables in cable safety system allows for a shorter overall height of support post. The inclusion of an additional cable connected to the support post at an appropriate height enables the top-most cable to be positioned higher relative to ground level than previous systems. A higher overall cable height enables a support post to be shorter overall. Additionally, the inclusion of four cables allows for the use of a thinner web in support post. Further, a cable safety system may be manufactured without punching holes in the bottom of support post, which may substantially reduces the manufacturing cost of support post.
In combination with four cables and other aspects of cable safety system, the smaller and thinner size of support post is effective to improve redirection of vehicles away from hazardous areas without causing serious injuries to the vehicle's occupants or other motorists. A smaller post in combination with a three-cable design would not have performed as effectively because a three-cable design may be less effective at preventing vehicles from summarizing or passing through cable safety system as compared to a four-cable design. A combination of a smaller and thinner support post may enable a support post to be manufactured at a weight of 5.7 pounds per foot, compared with a weight of 7.7 pounds per foot for previous designs, thereby enabling substantial cost savings during manufacture and maintenance.
As a result, particular embodiments of the present disclosure may provide numerous technical advantages. Particular embodiments the present disclosure may provide some, none, all, or additional technical advantages.
A more complete and thorough understanding of the present invention and advantages thereof may be acquired by referring to the following description taken in conjunction with the accompanying drawings, in which like reference numbers indicate like features, and wherein:
Preferred embodiments of the invention and its advantages are best understood by reference to
The terms “safety system or systems” and “barrier or barriers” are used throughout this application to describe any type of safety system and/or barrier which may be formed in accordance with teachings of the present disclosure. The term “roadway” is used throughout this application to include any highway, roadway or path satisfactory for vehicle traffic.
Various aspects of the present disclosure will be described with respect to cable safety system 20. However, teachings of the present disclosure may be used to form a wide variety of cable safety systems and cable barriers. The present disclosure is not limited to cable safety system 20 as shown in
Cable safety systems incorporating teachings of the present disclosure may be used in median strips or shoulders of highways, roadways or any other path which is likely to encounter vehicular traffic. The present disclosure may be used to form a wide variety of safety systems and barriers installed on a median between roadways and/or along the edge of a roadway. Cable safety system 20 may be installed adjacent to a roadway to prevent motor vehicles (not expressly shown) from leaving the roadway and to redirect vehicles away from hazardous areas without causing serious injuries to the vehicle's occupants or other motorists. The direction of traffic flow along the roadway is illustrated by directional arrow 22.
Cable safety system 20 preferably includes a plurality of support posts 30 anchored adjacent to the roadway. Posts 30 may be anchored with the ground using various techniques. The number, size, shape and configuration of posts 30 may be significantly modified within teachings of the present disclosure. A plurality of cables 60a, 60b and 60c may be attached to support posts 30 in accordance with teachings of the present disclosure. Support posts 30 support and maintain associated cable 60a, 60b and 60c in a substantially horizontal position extending along an edge of the roadway. The length of cables 60a, 60b and 60c may be up to 3,000 meters between anchors 24 and 26. For other applications the length of cable 60a, 60b and 60c may exceed 3,000 meters without an intermediate anchorage. Support posts 30 also maintain desired vertical spacing between cables 60a, 60b and 60c and desired vertical spacing of each cable relative to the ground. Cable safety system 20 including support posts 30 satisfy the criteria of CHIRP Report 350 including Level 3 requirements.
Cable safety system 20 may be described as a flexible, substantially maintenance free system with designed low deflection of cables 60a, 60b, and 60c during a vehicle impact. Support posts 30 preferably include a “rounded” and “soft” profile with cables 60a, 60b and 60c placed within respective posts 30. Forming cables safety system 20 in accordance with teachings of the present disclosure minimizes damage during a vehicle impact with cables 60a, 60b and 60c. In some embodiments, cable safety system 20 includes three cables 60a, 60b and 60c disposed in slot 40 of each post 30. Cable 60a, 60b and 60c are preferably disposed at different heights relative to the ground and relative to each other. Varying the vertical spacing between cables 60a, 60b and 60c provides a much wider lateral catch area for vehicles impacting with cable safety system 20. The vertical spacing between cables 60a, 60b and 60c may be selected to satisfactorily contain both pickups and, to some extent, even larger vehicles with a relatively high center of gravity, as well as vehicles with a low front profile and low center of gravity. Cable safety system 20 may be satisfactorily used as a median, a single barrier installation along the edge of a roadway and at merge applications between adjacent roadways. For some applications cable safety system 20 may satisfactorily withstand a second impact before repairs have been made after a first impact.
Various types of cables and/or wire ropes may be satisfactorily used to form a cable safety system in accordance with teachings of the present disclosure. Cables 60a, 60b and 60c may be substantially identical. However, for some applications each cable of a cable safety system formed in accordance with teachings of the present disclosure may have different characteristics.
Cables 60a, 60b and 60c may be prefabricated in approximately three hundred (300) meter lengths with desired fittings (not expressly shown) attached with opposite ends of each cables 60a, 60b and 60c. Tailor-made cables 60a, 60b and 60c may then be delivered to a desired location for installation adjacent to a roadway.
Alternatively, cables 60a, 60b, and 60c may be formed from a single cable stored on a large drum (not expressly shown). Cables stored on drums may often exceed three thousand (3,000) meters in length. Cables 60a, 60b, and 60c may be cut in desired lengths from the cable stored on the drum. Appropriate fittings (not expressly shown) may be swaged or otherwise attached with opposite ends of the respective cable 60a, 60b and 60c at an onsite location.
For some applications cable 60 may be formed from three groups of seven strands of wire rope. Cable 60 may have a modulus of elasticity of approximately 8,300 kg per square mm. The diameter of each strand used to form cable 60 may be approximately 3 mm. The diameter of cable 60 may be approximately 19 mm. Cables 60a, 60b and 60c may be pre-stressed to approximately fifty percent (50%) of their designed or rated breaking strength. Cables 60a, 60b and 60c may be installed between anchors 24 and 26 with approximately twenty thousand Neutrons of tension over a length of approximately three thousand (3,000) meters.
For the embodiment of the present invention as shown in
One example of support posts 30 and cables 60a, 60b and 60c which may be satisfactorily used to form cable safety system 20 in accordance with teachings of the present disclosure is shown in
Slot 40 is preferably formed in web 34 extending from first end 31 towards second end 32. The length of slot 40 is selected in part based on the desired vertical spacing of cable 60c relative to the adjacent roadway. The length of slot 40 is also selected to accommodate the number of cables which will be installed therein and desired vertical spacing between each cable. Slot 40 may have a generally elongated U-shaped configuration defined in part by first edge 41, second edge 42 and bottom 43. For the embodiment of the present disclosure as shown in
For some applications post 30 may be formed from metal sheet having a thickness of 4 mm, a length varying approximately from 700 mm to 1,600 mm, and a width of approximately 350 mm. The metal sheet may weigh approximately 7.8 kg per meter. For other applications post 30 may be formed from a metal sheet having a thickness of 4 mm, a length varying approximately from 700 mm to 1,600 mm, a width of approximately 310 mm and a weight of less 4.5 kg per meter. Post 30 may be installed adjacent to a roadway by either driving directly into the soil adjacent to the roadway or by placing end 32 of post 30 in a concrete foundation. See
For some applications cap 50 may be placed on first end 31 of post 30. Retaining band 52 may be placed on the exterior of post 30 to provide additional strength. Retaining band 52 may be formed from various types of metals and/or composite materials. For some applications retaining band 52 may be formed from a relatively strong steel alloy to provide additional support to allow post 30 to handle side impact forces on edges 41 and 42 from cables 60a, 60b and 60c during a vehicle impact.
During installation of cable safety system 20, cable 60c may be disposed within slot 40 resting on bottom 43 thereof. Since post 30 has a generally closed cross section defined in part by the bent edges of legs 35 and 36, a relatively simple first spacer block 46 may be inserted or dropped into post 30 to rest upon cable 60c. Block 46 may have a generally rectangular configuration with a thickness satisfactory for insertion within the cross section of post 30. For some applications spacer block 46 may be formed from recycled material. The height of spacer block 46 is selected to correspond with the desired vertical spacing between cable 60c and 60b.
Cable 60b may then be inserted into slot 40 after spacer block 46 has been disposed on cable 60c. Second spacer block 48 may then be installed within post 40 with one end resting on cable 60b opposite from spacer block 46. The height of second spacer block 48 is preferably selected to correspond with the desired vertical spacing between cables 60b and 60a. Spacer block 48 may be formed from recycles material.
Cable 60a may then be installed within slot 40 resting on spacer block 48 opposite from cable 60b. One or more retaining bands 52 may be secured with the exterior of post 40 between cables 60a and 60b and/or cables 60b and 60c. Cap 50 may then be placed over first end 31 of post 30.
Spacer 146 may be formed from a wide variety of materials including polymeric materials, elastomeric materials, recycled materials, structural foam materials, composite materials, wood and/or lightweight metal alloys. For some applications spacer 146 may be formed from recycled rubber and/or other recycled plastic materials. The present invention is not limited to forming spacer 146 from any specific type of material or with any specific dimensions or configurations.
Typical installation procedures for a cable safety system incorporating teachings of the present invention includes installing posts 30 along with anchors 24 and 26 or anchor 24a and 26a at desired locations adjacent to a roadway and/or median (not expressly shown). Cables 60a-60d may be rolled out and placed on the ground extending generally longitudinally between anchors 24 and 26 or anchors 24a and 26a. Spacers 146, retaining bands 52 and end caps 50 may also be placed adjacent to each post 30 as desired for the specific installation. Cables 60a-60d may include prefabricated fittings satisfactory for engagement with anchors 24 and 26 or anchors 24a and 26a. Alternatively, appropriate fittings (not expressly shown) may be attached with each end of respective cables 60a-60d.
One end of each cables 60a-60d may be connected with a respective first anchor. Appropriate tension may then be applied to each cable 60a-60d corresponding to a value of approximately 95% of the desired tension depending upon anticipated ambient temperature and other environmental conditions. Each cable 60a-60d may then be marked, cut and an appropriate fitting attached. The other end or the second end of each cable may then be coupled with a respective second anchor. Conventional procedures may be used to adjust the tension in cables 60a-60d to the desired values. Appropriate spacers 146 may then be inserted within each post 30. Retaining bands 52 and end caps 50 may then be attached to each post.
For some applications, cable 60a, 60b and 60c may be attached with anchor 24 and extended horizontally through each slot 40 formed in the associated support post 30. A respective spacer may then be inserted into each support post 30 to provide desired vertical spacing between cables 60a, 60b and 60c.
Cables 60a, 60b, 60c, and 60d may be advantageously positioned along relative heights of support post 30b to minimize the risk of vehicles passing over, under, or through cable safety system 20. In particular, from the lowest cable to the highest cable, cable 60d may be positioned at a distance A of approximately six inches (6″) to one foot (1′) from ground level. Cable 60c may be positioned at a distance B of approximately six inches (6″) to two feet (2′) from ground level. Cable 60b may be positioned at a distance C of approximately two inches (2″) to three feet (3′) from ground level. Cable 60a may be positioned at a distance D of approximately six inches (6″) to three feet (3′) from ground level. A top of support post 3b may be positioned at a distance E of approximately ten inches (10″) to three feet (3′) from ground level. Advantageously placing cables 60 along these relative vertical positions of support post 30b may prevent or reduce the likelihood of lower-profile vehicles, such as subcompact cars, from submarining, or passing under, cable safety system 20. Further, higher-profile vehicles, such as pickup-trucks and vans, may be prevented from passing over, or through cable safety system 10.
As compared with slot 40a, slot 40b has narrower width between edges 41b and 42b in which cables 60 are positioned. This reduced distance between edges 41b and 42b allows for cables 60 and support post 30b to interact more quickly in the manner described above with respect to
Moreover, because of the smaller overall dimensions of support post 30b, support post 30b may be manufactured at a reduced cost compared with previous designs. In particular, the inclusion of four cables 60 in cable safety system 20 allows for a shorter overall height of support post 30b. A fourth cable 60 enables the top-most cable 60 to be positioned higher relative to ground level than previous systems. A higher overall cable height enables support post 30b to be shorter overall. Additionally, the inclusion of four cables 60 may allow for the use of a thinner web in support post 30b. Additionally, cable safety system 20 may be manufactured without punching holes in the bottom of support post 30, which may substantially reduces the manufacturing cost of support post 30b.
In combination with four cables 60 and other aspects of cable safety system 20, the smaller and thinner size of support post 30b is effective to improve redirection of vehicles away from hazardous areas without causing serious injuries to the vehicle's occupants or other motorists. A smaller post in combination with a three-cable design would not have performed as effectively because cable safety system 20 would have been less effective at preventing vehicles from submarining or passing through cable safety system 20 as compared to a four-cable design. A combination of a smaller and thinner support post 30b may enable support post 30b to be manufactured at a weight of 5.7 pounds per foot, compared with a weight of 7.7 pounds per foot for previous designs, thereby enabling substantial cost savings during manufacture and maintenance.
A typical installation process in accordance with particular embodiments of the present disclosure is now described. Posts 30 and anchors 24 and 26 are installed at desired location adjacent to a roadway and/or median. Cables are rolled out and spacers are placed, retaining the band and cap at each post. Cables are connected with appropriate fittings if the cables do not include prefabricated fittings. One end of each cable is connected with anchor 26. Each cable is tensioned to a value of approximately 95% of the desired tension depending upon temperature and other environmental conditions. Each cable is marked, and an appropriate fitting is cut and attached. Each end of the respective cables is connected with the second anchor 26. The tension in the is adjusted cables to a desired level. Spacers are installed within each post. A retaining band and cap is attached at each post.
Although embodiments of the present disclosure and their advantages have been described in detail, it should be understood that various changes, substitutions and alternations can be made herein without departing from the spirit and scope of the invention as defined by the following claims.
Number | Name | Date | Kind |
---|---|---|---|
5039066 | Stacey | Aug 1991 | A |
6065738 | Pearce et al. | May 2000 | A |
6948703 | Alberson et al. | Sep 2005 | B2 |
6962328 | Bergendahl | Nov 2005 | B2 |
7249908 | Bergendahl et al. | Jul 2007 | B2 |
7497640 | Sharp et al. | Mar 2009 | B2 |
20020014620 | Nilsson | Feb 2002 | A1 |
20070102689 | Alberson et al. | May 2007 | A1 |
20080272352 | Gripne et al. | Nov 2008 | A1 |
20090218554 | Mauer et al. | Sep 2009 | A1 |
Number | Date | Country |
---|---|---|
0369659 | Nov 1989 | EP |
1158102 | May 2001 | EP |
1103873 | Sep 1965 | GB |
WO03102310 | Dec 2003 | WO |
Entry |
---|
Notification of Transmittal of the International Search Report and the Written Opinion of the International Searching Authority, or the Declaration; International Application No. PCT/US2012/054367, dated Dec. 5, 2012. |
International Preliminary Report on Patentability; PCT/US2012/054367; pp. 8, dated Mar. 27, 2014. |
First Office Action issued by the Mexican Patent Office for Mexican Patent Application No. MX/a/2014/003141 (both Spanish and English)—dated Aug. 22, 2016. |
Office Action issued by the Canadian Patent Office for Canadian Patent Application No. 2848375, dated Mar. 13, 2018; 4 pages. |
Second Office Action issued by the Mexican Patent Office for Mexican Patent Application No. MX/a/2014/003141 (both Spanish and English)—dated May 18, 2017. |
First Office Action issued by the Mexican Patent Office for Mexican Patent Application No. MX/a/2014/003141 (both Spanish and English)—dated Jan. 16, 2018. |
Office Action for Mexican Patent Application No. MX/a/2014/003141, dated Oct. 1, 2018; 8 pages. |
Office Action for Canadian Patent Application No. 2848375, dated Dec. 6, 2018; 4 pages. |
Office Action for United Arab Emirates Patent Application No. 0235/2014, dated Oct. 17, 2018; 15 pages. |
Office Action for Canadian Patent Application No. 2848375, dated Aug. 7, 2019; 5 pages. |
Office Action for Mexican Patent Application No. MX/a/2014/003141, dated Dec. 17, 2020; 17 pages. |
Office Action for Canadian Patent Application No. 2848375, dated Apr. 9, 2020; 5 pages. |
Office Action for Mexican Patent Application No. MX/a/2014/003141, dated Apr. 15, 2021; 25 pages. |
Number | Date | Country | |
---|---|---|---|
20130069026 A1 | Mar 2013 | US |