Patent Application
20240200291
This invention relates to protector bollards, barrier posts and barrier rails. And in particular, but not exclusively to; protector bollards for use in protecting doorways from damage from forklifts operating through the doorways, barrier posts for protecting building structures from damaged caused by vehicles operating within the building or in the surrounding area, and barrier rails for use in resilient barriers that are designed to minimise damage to structures resulting from vehicle collisions; whilst minimising the need for bollard and barrier post and barrier rail repairs resulting from low to moderate impact vehicle collisions.
Bollards are often used to protect buildings or people from vehicles, or to stop vehicles from getting too close to an edge or a drop that may cause damage or injury if the vehicle travels over the edge. The bollards are also helpful in providing a visual indication of the limit of where a vehicle can safely operate.
A common use of protector bollards is either side of vehicle doorways in a warehouse. In this situation the bollards are designed to take any impact if a vehicle is not driven correctly through the doorway. The bollards are intended to take the hit rather than the important structure holding up the doorway. It is easier to replace a damaged bollard than to repair or replace the doorway structure.
However, when a bollard is struck by a vehicle, the damage may not be limited to just a mark on the bollard. Because bollards need to be relatively strong or rigid posts to provide adequate protection, the load of an impact will often be transferred to the mounting structure. This will often result in damage to the concrete that supports a bollard, or to the supporting hardware. Attachment bolts can be ripped out of the concrete or the bolts can be bent or stretched.
This results in an expensive and time-consuming repair. And since the required tradesmen are often not available, or the repair needs to be planned or budgeted, time can pass before a repair is effected, resulting in the doorway structure being vulnerable to significant damage for a time.
What is needed is a bollard that is more resilient, and which is less likely to transfer impact loads into the hardware that is used to support it, or into the concrete to which it is attached.
Barrier posts are often installed at the edges of areas where vehicles operate. The posts are sometimes used to provide a visual indication of the limit of where the vehicles can operate, but more commonly the barriers are installed to physically prevent vehicles travelling beyond a certain line.
The physical barriers are often designed to protect civil structures such as buildings, bridges or fences from damage that may be caused if a vehicle collides with them. However, such barriers can be designed to protect vehicles from collisions with other vehicles travelling in a different direction, or to protect people from harm that may be caused by a vehicle that loses control or is not driven safely.
The barriers may include guard rails or wire ropes that are supported on posts. When such a barrier is struck by a vehicle from time to time, the damage may be limited to marks on the barrier where the contact was light, to more significant deformation of the barrier where the contact is more severe.
When more sever damage is caused it is often necessary to replaced bent, crushed or otherwise damaged parts. In some situations, damage is also caused in the foundation material that supports the barrier posts, for example the concrete that supports a barrier post, or the supporting hardware, can be broken or damaged. Attachment bolts can be ripped out of the concrete or the bolts can be bent or stretched.
What is needed is a barrier post that is less likely to be bent or crushed in these situations, and which is less likely to cause damage to the hardware used to support it, or any concrete that it may be attached to.
Barrier rails are increasing being used to protect people or buildings from harm or damage from vehicles operating in the area, or to improve safety when operating vehicles. The physical barriers are often designed to protect the public, or to protect civil structures such as buildings, bridges or fences from damage that may be caused if a vehicle collides with them.
One of the biggest issues with such barriers is the need to repeatedly repair the barriers when the inevitable collisions occur. When a barrier is struck by a vehicle the damage may be limited to marks on the barrier rail where the contact is light, to more significant deformation of the barrier rail and supporting posts where the contact is more severe.
Even when barrier rails are only marked by light contact, they often look unsightly and can detract from the general appearance of a building or site.
And when more severe damage is caused, it is often necessary to replaced bent, crushed or otherwise damaged parts. In some situations, damage is also caused in the foundation material that supports the barrier posts, for example the concrete that supports a barrier post, or the supporting hardware, can be broken or damaged. Attachment bolts can be ripped out of the concrete or the bolts can be bent or stretched.
What is needed is a barrier rail that is less likely to be marked, or to bent or crushed in these situations, and which is able to absorb some of the impact damage and which will help to protect the supporting posts and the hardware that is used to support them, and which will help minimise the damage to any concrete that the barrier may be supported on.
In this specification unless the contrary is expressly stated, where a document, act or item of knowledge is referred to or discussed, this reference or discussion is not an admission that the document, act or item of knowledge or any combination thereof was at the priority date, publicly available, known to the public, part of common general knowledge; or known to be relevant to an attempt to solve any problem with which this specification is concerned.
It is therefore an object of the present invention to provide protector bollards, barrier posts and/or barrier rails, which will at least go some way towards overcoming one or more of the above-mentioned problems, or at least provide the public with a useful choice.
Accordingly, in a first aspect, the invention may broadly be said to consist in a protector bollard, the protector bollard having a base member and a post member;
Preferably the base member includes a socket configured to engage with the lower end of the tie member.
Preferably the tie member includes a shaft section and a foot section, the foot section being joined to a lower end of the shaft section, and the foot section having a cross sectional area that is greater than a cross sectional area of the shaft section.
Preferably the socket includes a concave surface that is configured to engage with the foot section of the tie member in a manner that allows the tie member to pivot relative to the base member.
Preferably the connection between the upper end of the tie member and the upper tie plate is adjustable and configured to allow the or each resilient member to be compressed between the bottom plate of the post member and the upper tie plate.
Preferably the adjustable connection between the upper end of the tie member and the upper tie plate includes a threaded connection.
Preferably the upper end of the tie member is threaded, with the thread being configured to mate with a mating thread in the upper tie plate or in a nut situated above the upper tie plate.
Preferably the or each resilient member is made of an elastomeric material.
Preferably the or each resilient member comprises a cylinder of elastomeric material.
Optionally the or each resilient member is a spring.
Preferably the bottom plate of the post member has a removable connection to the rigid body of the post member.
Preferably the removable connection between the bottom plate and the rigid body is a bolted connection.
In a second aspect, the invention may broadly be said to consist in a construction incorporating at least one protector bollard substantially as specified herein.
In a third aspect, the invention may broadly be said to consist in a barrier post, the barrier post having a base member and a post member;
Preferably the tie assembly includes an elongate tie member, an upper tie plate, and one or more resilient members.
Preferably the or each resilient member is sandwiched between an ankle plate of the post member and the upper tie plate of the tie assembly.
Preferably the elongate tie member has a lower end that is configured to engage with the second hinge member of the base member in a manner that allows the tie member to pivot relative to the base member, and an upper end which is configured to engage with the upper tie plate.
Preferably the lower end of the elongate tie member includes a hinge pin that is configured to engage with, and rotate relative to, the second hinge member.
Preferably the second hinge member is in the form of a hinge knuckle that is configured to engage with the hinge pin of the elongate tie member.
Preferably the connection between the upper end of the elongate tie member and the upper tie plate is adjustable and configured to allow the or each resilient member to be compressed between the ankle plate of the post member and the upper tie plate.
Preferably the adjustable connection between the upper end of the tie member and the upper tie plate includes a threaded connection.
Preferably the upper end of the elongate tie member is threaded, with the thread being configured to mate with a mating thread in the upper tie plate or in a threaded fastener that is configured to secure the upper tie plate to the upper end of the elongate tie member.
Preferably the first hinge member of the base member includes an elongate recess that is configured to receive the toe end of the foot section of the post member.
Preferably the or each resilient member is made of an elastomeric material.
Preferably the or each resilient member comprises a cylinder of elastomeric material.
Optionally the or each resilient member is a spring.
Preferably the rigid body of the post member has a “U” shaped cross section.
Preferably the ankle plate of the post member is welded to the inside of the ankle end of the foot section of the post member.
In a fourth aspect, the invention may broadly be said to consist in a barrier assembly incorporating at least one barrier post substantially as specified herein.
In a fifth aspect, the invention may broadly be said to consist in a composite barrier rail, the composite barrier rail having a main structural member made of a first material, and having an elongate bumper member that is made of a second material, and which is supported by the main structural member.
Preferably the main structural member is made of steel.
Preferably the main structural member is fabricated by folding galvanised sheet steel material.
Preferably the elongate bumper member is made of a plastics material.
Preferably the plastics material of the elongate bumper member is an ultra-high molecular weight poly-ethylene plastics material.
Preferably the elongate bumper member is in the form of an insert that is engaged with the main structural member in a sliding engagement.
Preferably the elongate bumper member has a substantially “C” shaped cross section.
Preferably the cross-sectional shape of the elongate bumper member includes a truncated “V” shaped portion.
Preferably the cross-sectional shape of the elongate bumper member includes the truncated “V” shaped portion and a flange at each edge of the truncated “V” shaped portion, the flanges being substantially parallel to a base portion of the truncated “V” shaped portion.
Preferably the main structural member has a substantially “C” shaped cross section.
Preferably the main structural member is formed by folding each long edge of a strip of sheet steel material through a first fold to produce an upper flange and a lower flange that are situated respectively above and below a main web portion of the substantially “C” shaped cross section.
Preferably the upper flange and the lower flange each include a second fold through approximately ninety degrees that produces a first stiffening flange at the outer edge of each upper and lower flange.
Preferably the first stiffening flanges each include a third fold that produces a second stiffening flange at the outer edge of each first stiffening flange.
Preferably each third fold is a fold through approximately forty-five degrees.
Preferably the elongate bumper member is sized such that the elongate bumper member can be slid into engagement with the inside of the main structural member.
Preferably an upper edge of the elongate bumper member is situated adjacent to an upper first fold of the main structural member, and a lower edge of the elongate bumper member is situated adjacent to a lower first fold of the main structural member, when the elongate bumper member is engaged within the main structural member.
Preferably an outer edge of each second stiffening flange is positioned adjacent to a part of the elongate bumper member, when the elongate bumper member is engaged within the main structural member.
Preferably a free edge of an upper second stiffening flange is positioned adjacent to an upper sloping part of the truncated “V” shaped portion of the elongate bumper member, and a free edge of a lower second stiffening flange is positioned adjacent to a lower sloping part of the truncated “V” shaped portion of the elongate bumper member, when the elongate bumper member is engaged within the main structural member.
In a sixth aspect, the invention may broadly be said to consist in a barrier fence incorporating at least one composite barrier rail substantially as specified herein.
Preferably the barrier fence further includes resilient barrier posts that are also designed to flex and to absorb impact damage resulting from collisions with the barrier fence.
The invention may also broadly be said to consist in the parts, elements and features referred to or indicated in the specification of the application, individually or collectively, and any or all combinations of any two or more of the parts, elements or features, and where specific integers are mentioned herein which have known equivalents, such equivalents are incorporated herein as if they were individually set forth.
Further aspects of the present invention will become apparent from the following description which is given by way of example only and with reference to the accompanying drawings in which:
With reference to
Inevitably contact between a vehicle and the protector bollards occurs. And if the contact is severe enough, damage to the bollard, or to its supporting hardware will result. The protector bollard (11) has a base member (13) and a post member (15), and a pivoting connection is provided between the base member (13) and the post member (15). The protector bollard (11) is designed to be more resilient than conventional bollards, and is designed to absorb at least some of any impact energy that may result from a collision, and to minimise the chance of damage to the bollard or to its supporting hardware. The intention is that the protector bollard (11) is able to repeated carry out its function of providing protection to an adjacent structure, without having to be repaired or replaced every time a significant collision occurs.
The base member (13) is configured in a way that allows it to be rigidly attached to a solid flooring structure. In this example, the base member (13) comprises a relatively thick steel disc with four equally spaced holes allowing the disc to be bolted to a concrete floor. The steel disc has a hole in the middle, and the base member (13) further includes a boss (17) that is aligned with the hole and is welded to the disc.
The post member (15) is configured to provide a visual indication of an obstacle that is to be avoided by vehicles. That is, it is tall enough to be visible from vehicles operating in the area and will often be painted yellow and may have reflective tape added, for clear visibility. Drivers will typically see the bollard (11) before they see the structure that it is protecting.
The post member (15) also includes a rigid body in the form of a steel tube that is configured to provide a physical resistance to the motion of a vehicle, if the vehicle inadvertently contacts the post member (15). That is, the steel tube is thick enough that it typically will not bend or be crushed by contact from a relatively slow-moving vehicle. The post member (15) also includes a top cap (16) which closes the top end of the steel tube and improves the overall strength of the post member (15).
As noted above, the protector bollard (11) has a pivoting connection between the base member (13) and the post member (15). Importantly, the pivoting connection includes a resilient member (19) that is configured to resist movement of the post member (15) away from vertical, but also to allow the post member (15) to pivot relative to the base member (13) when the bollard (11) is contacted heavily by a moving vehicle.
The resilient member (19) is sandwiched between a bottom plate (21) of the post member (15) and an upper tie plate (23) of the pivoting connection. The bottom plate (21) is bolted to a bottom end of the steel tube that forms the rigid body of the post member (15). And the upper tie plate (23) is positioned on top of the resilient member (19) and provides a compressive loading into the resilient member (19) as will be described below.
The pivoting connection further includes an elongate tie member (25). The elongate tie member (25) has a lower end (27) which is configured to engage with the base member (13) in a manner that allows the tie member (25) to pivot relative to the base member (13). And the tie member (25) has an upper end (29) that is configured to engage with the upper tie plate (23).
The boss (17) of the base member (13) includes an upper bulkhead and forms a socket (31) that is configured to engage with the lower end (27) of the tie member (25). The socket (31) is a recess formed within the boss (17), and includes a central hole. And the tie member (25) includes a shaft section (33) and a foot section (35), the foot section (35) being joined to a lower end of the shaft section (33). The foot section (35) has a cross sectional area that is greater than a cross sectional area of the shaft section (33). The shaft section (33) fits through the central hole in the socket (31).
The socket (31) includes a concave upper surface that is configured to engage with the foot section (35) of the tie member (25) in a manner that allows the tie member (25) to pivot relative to the base member (13). In the example shown, the tie member (25) is in the form of a long tension bolt, and the foot section (35) is in the form of a standard hexagonal bolt head. It is envisaged that in an alternative configuration, the foot section (35) could include a convex upper surface that is configured to mate with and to pivot relative to the concave surface of the socket (31).
The socket (31) also includes a hole through the centre of the concave surface to accommodate the shaft section (33) of the tie member (25) with enough clearance to allow the shaft section (33) to rock relative to the socket (31). In fact, the hole is a largely countersunk hole, with the geometry of the countersunk hole being configured to allow greater movement of the tie member (25) away from the vertical.
The connection between the upper end (29) of the tie member (25) and the upper tie plate (23) is adjustable and is configured to allow the resilient member (19) to be compressed, or pre-loaded. That is, the resilient member (19) can be compressed within the space between the bottom plate (21) of the post member (15) and the upper tie plate (23). In this example, the resilient member (19) comprises a cylinder made of elastomeric material that can be compressed in this way. A relatively hard polyurethane rubber is considered a suitable elastomeric material for this purpose.
In this example, the adjustable connection between the upper end (29) of the tie member (25) and the upper tie plate (23) includes a threaded connection. The upper end (29) of the tie member (25) is threaded, with the thread being configured to mate with a mating thread in a nut (37) situated above the upper tie plate (23). Alternatively, the mating thread could be incorporated into the upper tie plate (23).
As noted above, the bottom plate (21) has a bolted connection to the bottom end of the steel tube that forms the rigid body of the post member (15). This allows the sandwiched assembly comprising the bottom plate (21), the resilient member (19) and the upper tie plate (23) to be assembled before the rigid body of the post member (15) is connected to the bottom plate (21). The bolted connection also allows the post member (15) to be removed if required, to replace the resilient member (19), or any other components, if and when required.
When a vehicle collides with the protector bollard (11), the post member (15) can pivot away as it is pushed by the vehicle, while the base member (13) remains fixed in place. And as the post member (15) pivots, the resilient member (19) is further compressed as one side of the bottom plate (21) lifts away from the base member (13). Since the lower end (27) of the tie member (25) is connected to the base member (13), and the upper end (29) of the tie member (25) is connected to the upper tie plate (23), this lifting of the bottom plate (21) causes the distance between the upper tie plate (23) and the bottom plate (21) to reduce.
Energy from the collision is absorbed by the resilient member (19), and when the vehicle subsequently is moved away from protector bollard (11), the resilient member (19) expands again, and causes the post member (15) to return to its original vertical orientation. In this way, the protector bollard (11) absorbs energy from the collision, and continues to protect the adjacent structure, while avoiding damage to itself, or to its supporting hardware. This helps to minimise maintenance costs (including costly floor repair costs), and ensures that the protector bollard (11) and its attachment to the floor remains structurally sound and available to perform its protection role.
As a variation to the configuration shown in
Experience has shown that in most cases, much of the collision energy is absorbed in the initial part of the bollard deflection while the resilient member (19) is initially being compressed, and the vehicle driver then becomes aware of the impact, and further damage is averted by the driver. In addition, when harder impacts occur, and when the hard stop member comes into play, further deflection of the metal post member (15) is often enough to absorb any additional collision energy without further damage being incurred by the protector bollard (11).
The hard stop member can for example be in the form of a metal sleeve that fits within the inside diameter of the resilient member (19), and about the tie member (25). An alternative arrangement could be a metal sleeve that fits about the outside diameter of the resilient member (19). In either case, the hard stop member is in the form of a metal tube or sleeve that is only compressed between the bottom plate (21) and the upper tie plate (23) when the protector bollard (11) is significantly deflected. The hard stop is ideally about a half to three quarters of the length of the resilient member (19), and when sized in this way, the resilient member (19) is compressed to between 75 percent and 50 percent of its original length before the hard stop member begins to absorb any compressive load between the bottom plate (21) and the upper tie plate (23). Testing has shown that a hard stop member in the form of a metal sleeve that is about two thirds of the length of the resilient member (19), works well.
With reference to
Inevitably contact between a vehicle and the barrier occurs. And if the contact is severe enough, damage to the barrier posts, and to their supporting hardware will result. The barrier post (111) has a base member (113) and a post member (115), and a pivoting connection is provided between the two. The barrier post (111) is designed to be more resilient than conventional barrier posts, and is designed to absorb at least some of any impact energy, to minimise the chance of damage to the barrier post or to its supporting hardware.
The base member (113) is configured so that it can be rigidly attached to a solid footing or flooring structure. In this case the base member (113) is in the form of a substantially rectangular steel plate having fastener holes adjacent to each corner. The plate can be secured to a concrete surface using suitable masonry anchor bolts.
The post member (115) is made up primarily of a folded steel channel having a “U” shaped cross section. Guard rails or wire ropes can be secured to the steel channel using bolts or clamps as appropriate to create a protective barrier. The bottom of the channel section faces the oncoming loads, and in this way each steel channel of each barrier post (111) provides a strong and rigid body that is able to resist the physical forces that are experienced when a moving vehicle contacts the protective barrier.
Importantly, the barrier post (111) further includes a foot section (117) at its lower end. In this example, the sides of the channel that forms the post member (115) are longer, or have a greater horizontal dimension, at the lower end, and it is these longer sections of each side that produce the foot section (117). The foot section (117) has a toe end (119) and an ankle end (121). A toe plate (127) in the form of a metal bar spans between the ends of the longer sections of each side at the toe end (119).
The barrier post (111) includes a first pivoting connection (123) and a second pivoting connection (125). The first pivoting connection (123) comprises a connection between the toe end (119) of the foot section (117) of the post member (115) and a first hinge member (129) of the base member (113). The first hinge member (129) is situated at or adjacent a first end (131) of the base member (113).
The second pivoting connection (125) comprises a connection between a second hinge member (133) of the base member (113) and a tie assembly (135) that ties the ankle end (121) of the foot section (117) to the base member (113). The second hinge member (133) is situated at or adjacent a second end (137) of the base member (113).
The tie assembly (135) includes an elongate tie member (139), an upper tie plate (141), and a resilient member (143). When the barrier post (111) is assembled, the resilient member (143) is sandwiched between an ankle plate (145) of the post member (115) and the upper tie plate (141). In this example, the resilient member (143) is in the form of a cylinder of an elastomeric material, for example a cylinder made of relatively hard polyurethane rubber. And the upper tie plate (141) is in the form of a large washer having an outside diameter similar to that of the cylinder of polyurethane rubber.
The ankle plate (145) is in the form of a wide metal bar that spans between the two sides of the channel forming the post member (115), and is welded to the inside of the ankle end (121) of the foot section (117) of the post member (115). The ankle plate (145) is oriented such that it provides a horizontal platform when the post member (115) is aligned vertically, and the ankle plate (145) has a first elongate slot (147) formed in it. The first elongate slot (147) is positioned centrally in the ankle plate (145) and is aligned with a direction from the ankle end (121) of the foot section (117) to the toe end (119). The first elongate slot (147) allows the elongate tie member (139) to move out of alignment with the length of the post member (115) when the post member pivots about the first pivoting connection (123).
The elongate tie member (139) has a lower end (149) that is configured to engage with the second hinge member (133) of the base member (113) in a manner that allows the tie member (139) to pivot relative to the base member (113). And the elongate tie member (139) has an upper end (151) that is configured to engage with the upper tie plate (141). The lower end (141) of the elongate tie member (139) includes a hinge pin (153) that is configured to engage with, and rotate relative to, the second hinge member (133). The hinge pin (153) is joined to the lower end (149) of the elongate tie member (139) with a threaded connection.
The second hinge member (133) is in the form of a hinge knuckle (155) that is configured to engage with the hinge pin (153) of the elongate tie member (139). In the example shown, the hinge knuckle (155) is made by forming a radiused bend in a short section of steel bar. The radiused bend forms a bend of approximately ninety degrees. Both ends of the hinge knuckle (155) are welded to the steel plate of the base member (113).
A second elongate slot (157) is cut into the steel bar that forms the hinge knuckle (155), the second elongate slot (157) being aligned with the length of the steel bar, and extending from the area of the radiused bend and toward the first end (131) of the base member (113). The second elongate slot (157) allows the elongate tie member (139) to pivot away from the vertical, and toward the first end (131) of the base member (113).
The connection between the upper end (151) of the elongate tie member (139) and the upper tie plate (141) is a threaded connection and is adjustable. This threaded connection allows the resilient member (143) to be compressed between the ankle plate (145) and the upper tie plate (141). The upper end (151) of the elongate tie member (139) is threaded, with the thread being configured to mate with a mating thread in the upper tie plate (141) or in a threaded fastener (159) that is configured to secure the upper tie plate (141) to the upper end (151) of the elongate tie member (139). The threaded fastener (159) is in the form of a bolt having an internal thread. The shank of the bolt fits through a hole in the centre of the upper tie plate (141) but the head is larger than the hole, allowing the threaded fastener (159) to exert a downward force onto the top of the upper tie plate (141) and to subsequently compress the resilient member (143).
As noted above, the first pivoting connection (123) includes a first hinge member (129) of the base member (113) that engages with the toe end (119) of the foot section (117) of the post member (115). In the example shown, the first hinge member (129) is in the form of an open hinge knuckle includes an elongate recess. The first hinge member (129) is made as a short section of folded steel sheet that is welded to the steel plate of the base member (113).
The elongate recess faces toward the second end (137) of the base member (113), and is configured to receive the toe end (119) of the foot section (117) of the post member (115). An edge of the toe plate (127) of the toe end (119) engages with the elongate recess of the first hinge member (129).
When in use, and if a vehicle were to inadvertently contact the barrier post (111), or the railings or wires supported by the barrier post (111), the barrier post is able to pivot away from the impact about the first pivoting connection (123). And as the barrier post (111) pivots about the first pivoting connection (123), the ankle end (121) of the foot section (117) of the post member (115) rises upwards from the second end of the base plate (113). This upward movement causes the resilient member (143) to be compressed between the upper tie plate (141) and the ankle plate (145). This compression of the resilient member (143) helps to absorb much of the energy from the impact, minimising the possibility that the barrier post (111) will be damaged, or that the attachment of the base member (113) to the concrete below will be damaged.
The positioning of the first pivoting connection (123) at the toe end (119) of the foot section (117), means that the first pivoting connection (123) is situated further from a centreline of the post member (115), than if the barrier post (111) did not have a ‘foot shaped’ foot section (117) that extends out to one side of the post member (115). When viewed from above, the foot section (117) places the first pivoting connection (123) at a location that is spaced apart from an area at ground level that is defined by the horizontal cross-sectional shape of the main part of the post member (115), when projected vertically onto the ground. In this example the first pivoting connection (123) is about a post's width away from the said area at ground level that is defined by a horizontal cross-sectional shape of the main part of the post member (115).
This creates a longer lever arm between the first pivoting connection (123) and the resilient member (143), than if the first pivoting connection (123) was situated immediately adjacent to the said horizontal cross-sectional shape of the main part of the post member (115). The longer lever arm gives the resilient member (143) a greater ability to resist a rotation of the barrier post (111) about the first pivoting connection (123) when a vehicle collision occurs, and a greater ability to right the barrier post (111) to its original vertical orientation after the collision.
During the compression of the resilient member (143), the elongate tie member (139) pivots about the second pivoting connection (125). This causes the lower end of the body of the elongate tie member (139) to be repositioned along the first elongate slot (147). A washer (161) is provided between the bottom end of the resilient member (143) and the ankle plate (138) to accommodate the resulting sliding movement of the resilient member (143) relative to the ankle plate (138).
When the force against the post member (115) is removed, for example when the vehicle moves, or is moved, away from the barrier assembly, the compressed resilient member (143) exerts a downward force onto the ankle plate (145), to push the post member (115) back to its original vertical orientation. In this way, some of the energy from the collision is absorbed by the flexing of the barrier post (111), and the barrier is able to realign itself after the impact, and remain ready to do its job of arresting the motion of vehicles that have gone off course.
As a variation to the configuration shown in
Experience has shown that in most cases, much of the collision energy is absorbed in the initial part of the barrier post deflection while the resilient member (143) is initially being compressed, and the vehicle driver then becomes aware of the impact, and further damage is averted by the driver. In addition, when harder impacts occur, and when the hard stop member comes into play, further deflection of the post member (115) is often enough to absorb any additional collision energy without further damage being incurred by the barrier post (111).
The hard stop member can for example be in the form of a metal sleeve that fits within the inside diameter of the resilient member (143), and about the tie member (139). An alternative arrangement could be a metal sleeve that fits about the outside diameter of the resilient member (143). In either case, the hard stop member is in the form of a metal tube or sleeve that is only compressed between the ankle plate (145) and the upper tie plate (141) when the barrier post (111) is significantly deflected. The hard stop is ideally about a half to three quarters of the length of the resilient member (143), and when sized in this way, the resilient member (143) is compressed to between 75 percent and 50 percent of its original length before the hard stop member begins to absorb any compressive load between the ankle plate (145) and the upper tie plate (141). Testing has shown that a hard stop member in the form of a metal sleeve that is about two thirds of the length of the resilient member (143), works well.
With reference to
Ideally the fence or barrier posts are themselves designed to be resilient, and are able to flex and to absorb loads from collision impacts, as noted in the other examples described herein. It is envisaged that a barrier fence constructed using the composite barrier rails (211) of the present invention, and resilient fence or barrier posts, will be able to absorb relatively powerful impacts without incurring structural damage. The composite barrier rails (211) are also designed so that they are less likely to be marked or to become unsightly as the result of frequent low level vehicle impacts.
The composite barrier rail (211) has a main structural member (213) that is made of a first material, and it has an elongate bumper member (215) that is made of a second material. The elongate bumper member (215) is supported by the main structural member (213). The main structural member (213) is configured to be attached to a series of supporting posts, and can have holes or slots cut into it to accommodate fasteners such as bolts.
In this example, the main structural member (213) is fabricated by folding galvanised sheet steel material into a structural beam having a “C” cross-sectional profile. And the elongate bumper member (215) is made from an ultra-high molecular weight poly-ethylene resilient plastics material.
The elongate bumper member (215) is in the form of an insert that is configured in such a way that it can be engaged with the main structural member (213) in a sliding engagement. That is, the elongate bumper member (215) can be slid lengthways inside the “C” section of the main structural member (213).
In general terms it can be said that the elongate bumper member (215) has a substantially “C” shaped cross-section. However, more specifically, it could be said that a main body portion (217) of the elongate bumper member (215) has a truncated “V” shaped cross-sectional profile. In addition to the portion of the elongate bumper member (215) that has a truncated “V” shaped cross-section, the elongate bumper member (215), as shown in this example, also includes a flange (219) at each edge of the truncated “V” shaped portion. The flanges (219) lie in a plane that is substantially parallel to a plane of a base portion (221) of the main body portion (217). The base portion (221) is substantially flat, and it is this substantially flat surface that faces outward from a barrier fence, and which makes contact with a vehicle that collides with the barrier fence.
The main structural member (213) is formed by folding each long edge of a strip of sheet steel material through a first fold to produce an upper flange (225) and a lower flange (227). The upper flange (225) and the lower flange (227) are situated respectively above and below a main web portion (229) of the substantially “C” shaped cross section of the main structural member (213).
The upper flange (225) and the lower flange (227) each include a second fold (231) through approximately ninety degrees that produces a first stiffening flange (233) at the outer edge of each upper and lower flange (225) and (227). The two first stiffening flanges (233) both extend from their respective upper or lower flange (225) or (227), and generally toward each other.
The first stiffening flanges (233) each include a third fold (235) through approximately forty-five degrees that produces a second stiffening flange (237) at the outer edge of each first stiffening flange (233). Each third fold (235) is a fold through approximately thirty to forty-five degrees and the second stiffening flanges (237) each extend from the first stiffening flanges (233) and toward the web portion (229).
The elongate bumper member (215) is sized such that the elongate bumper member (215) can be slid into engagement with the inside of the main structural member (213). When the elongate bumper member (215) is engaged within the main structural member (213), an upper edge (239) of the elongate bumper member (215) is situated adjacent to an upper first fold (223a) of the main structural member (213), and a lower edge (241) of the elongate bumper member (215) is situated adjacent to a lower first fold (223b) of the main structural member (213).
An outer edge (243) of each second stiffening flange (237) is positioned adjacent to a part of the elongate bumper member (215), when the elongate bumper member (215) is engaged within the main structural member (213). And in the example shown, it can be seen that a free edge of an upper second stiffening flange (237a) is positioned adjacent to an upper sloping part (245) of the truncated “V” shaped portion of the elongate bumper member (215), and a free edge of a lower second stiffening flange (237b) is positioned adjacent to a lower sloping part (247) of the truncated “V” shaped portion of the elongate bumper member (215), when the elongate bumper member (215) is engaged within the main structural member (213).
In this way, the composite barrier rail (211) in formed, which is resilient, and which is able to flex and to absorb at least some of the energy when a vehicle collides with a fence or barrier that is made using the composite barrier rail (211). The elongate bumper member (215) is able to flex and stretch relative to the main structural member (213), and at the same time the main structural member (213) is able to support and stabilise the elongate bumper member (215), to help prevent it from buckling.
In addition, these compressive stresses are transferred via the flanges (219) of the bumper (215) into the areas of the main structural member (213) adjacent to the first folds (223). These parts of the main structural member (213) are relatively strong and are ideally suited to resist the forces imparted into them by the flanges (219). In this way, the composite barrier rail (211), due to the materials it is made of, the shape of its components, and the way in which the components interact, is resilient, and is able to resist and to absorb the forces imparted into it by a wide range of collision intensities.
Aspects of the present invention have been described by way of example only and it should be appreciated that modifications and additions may be made thereto without departing from the scope thereof.
In the example described above, the protector bollard has just one resilient member. It is envisaged that in an alternative configuration the protector bollard could have any number of resilient members, for example it could have four cylinders of elastomeric material equally spaced around the bottom plate, and sandwiched between the bottom plate and the upper tie plate.
It is also envisaged that springs made of spring steel, for example four coil springs, could be used in lieu of the cylinder or cylinders of elastomeric material.
It is also envisaged that the bottom plate could have a larger diameter than the steel tube that forms the rigid body of the post member. This larger footprint would create a longer lever at the base of the post, and increase the resistance to the post being toppled by a collision. For example, the bottom plate could have a diameter that is two to three times the diameter of the rigid body of the post member.
In the barrier post example described herein, the hinge knuckle is a part of the base plate. It is envisaged that in an alternative configuration, the hinge knuckle could be a part of the elongate tie member and the pivot pint could be a part of the base member.
In the example described above, the barrier post has just one resilient member. It is envisaged that in an alternative configuration the barrier post could have any number of resilient members, for example it could have four cylinders of elastomeric material equally spaced around the ankle plate, and sandwiched between the ankle plate and the upper tie plate.
It is also envisaged that springs made of spring steel, for example four coil springs, could be used in lieu of the cylinder or cylinders of elastomeric material.
In the barrier rail example described herein, the main structural member (213) is fabricated from galvanised sheet steel material, and the elongate bumper member (215) is made from an ultra-high molecular weight poly-ethylene plastics material. It is envisaged that in an alternative configuration the main structural member (213) could be formed as an extruded metal form, such as an aluminium extrusion, or a rolled steel form, or even from a fibre reinforced composite construction. Similarly, it is envisaged that the elongate bumper member (215) could be made of alternative resilient plastics materials such as a nylon or acetal-based material.
Throughout this specification the word “comprise” and variations of that word, such as “comprises” and “comprising”, are not intended to exclude other additives, components, integers or steps.
Thus, it can be seen that at least the preferred form of the protector bollard invention provides a protector bollard which is resilient, and which can absorb the energy from many routine collisions between a vehicle and the protector bollard, and which minimises the requirements for bollard replacements, and/or floor structure repairs after routine collisions. The improved design also improves the overall reliability of the protector bollard, ensuring that it is available to protect an adjacent structure for greater periods of time.
It can also be seen that at least the preferred form of the barrier post invention provides a barrier post which is resilient, and which can absorb the energy from many routine collisions between a vehicle and the barrier post, and which minimises the requirements for barrier post replacements, and/or floor structure repairs after routine collisions, and which provides safety and protection in a more reliable manner.
It can also be seen that at least the preferred form of the invention provides a resilient barrier rail which is able to resist marking and visual degradation in a wide range of collisions. The barrier rail is also able to resist and to absorb many of the forces imparted into it by vehicles that may collide with it. And in this way a barrier fence constructed with the barrier rail can remain serviceable for longer periods of time, and the costs of repairs to the fence during its life can be minimised.
| Number | Date | Country | Kind |
|---|---|---|---|
| 774869 | Apr 2021 | NZ | national |
| 774872 | Apr 2021 | NZ | national |
| 774969 | Apr 2021 | NZ | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/NZ2022/050039 | 4/11/2022 | WO |
